History of Flight
On December 8, 2011, about 1557 Pacific standard time, a Piper PA-28R-200, N2611R, was substantially damaged during a forced landing near Coupeville, Washington. The airplane was registered to Whidbey Island Navy Flying Club, Oak Harbor, Washington, and operated by the pilot under Part 91. The private pilot, sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed and a company flight plan was filed. The local flight originated from Whidbey Island Naval Air Station (NUW) about 1500.
Witnesses reported seeing the airplane at low altitude with the landing gear extended and flaps retracted. One witness did not hear the engine and observed the airplane impact terrain below a ridge line and erupt into flames. Another witness stated the pilot appeared to be attempting to land in an open prairie, but the airplane impacted about halfway up a bluff. First responders extinguished the post-accident fire using water from fire trucks.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane, serial number 28R-35669, was manufactured in 1969. It was powered by a Lycoming IO-360-C1C engine, serial number L-11661-51A, rated at 200 horsepower, and equipped with a Hartzell HC-C2YR-1BF adjustable pitch propeller. The airplane was typically parked outside on an uncovered ramp.
Airframe and engine logbooks showed an annual inspection completed on May 26, 2011 (tachometer 906 hours, airframe total 3,869 hours). The most recent 100-hour inspection was on October 7, 2011 (tachometer 1,099 hours, airframe total 4,063 hours, engine time since major overhaul 1,176.9 hours).
Meteorological Information
Recorded weather at NUW (10 miles north of the accident site) at 1556: wind from 040 degrees at 3 knots, visibility 10 statute miles, scattered clouds at 2,200 feet, broken clouds at 4,000 feet and 25,000 feet, temperature 4°C, dew point -1°C, altimeter 30.43 inches of mercury.
Communications
The pilot established radio contact with Whidbey Island approach control and reported inbound to NUW at 1,400 feet. No distress calls were received.
Wreckage and Impact Information
The airplane impacted a hillside about 50 feet below the top of a ridge line adjacent to an open field, coming to rest upright. An initial impact point was identified 20 feet upslope of the main wreckage, where portions of plexiglass, nose wheel landing gear, outside air temperature gauge, and engine oil dipstick were found. The main wreckage was 20 feet downslope. All major structural components were within 100 feet.
The center fuselage from the vertical stabilizer forward to the engine was consumed by fire. Both wings remained attached but inboard portions were fire-damaged; leading edges were crushed aft. The vertical stabilizer, rudder, and horizontal stabilator were intact and undamaged. Landing gear: nose gear separated, main gears extended. Fuel caps were intact with fire damage.
Flight control continuity was established from cockpit to all primary controls; separations were consistent with thermal damage and recovery. The horizontal stabilator trim actuator measured 0 threads (nose down, tab up, about 3 degrees).
Examination of the airframe fuel filter found a liquid (positive for water) in the filter bowl.
The engine was examined on December 10, 2011. It remained partially attached to the firewall and exhibited thermal and impact damage. All four cylinders were attached. Accessories were fire-damaged. The fuel injection servo was recovered with a partially dislodged brass plug; safety wire was intact. The fuel flow divider had a trace of liquid (water-positive). The oil suction screen was debris-free. Engine rotation established continuity, thumb compression and suction were noted on all cylinders.
The propeller assembly was intact with both blades attached in low pitch; one blade had a 5-degree aft bend, the other a 5-degree forward bend.
The fuel injector servo was sent to the NTSB Materials Laboratory for examination.
Medical and Pathological Information
The Island County Coroner conducted an autopsy on December 9, 2011, determining the cause of death as blunt force injuries. FAA toxicology tests for carbon monoxide, cyanide, volatiles, and drugs were negative.
Tests and Research
Examination of the fuel injector servo at the NTSB Materials Laboratory revealed that the hex plug was loose and could be manually rotated due to significant distortion in the threaded hole of the regulator cover plate. The safety wires were intact. The hex plug was manually unscrewed after cutting the safety wires. Microscopic examination showed heat damage substantially distorted the plate at the hex plug threads, with the aluminum core fused and flowed away, leaving a wrinkled and sagged hollow shell.