History of Flight
On November 21, 2014, about 1000 Pacific standard time, a Piper Aircraft PA-24-250 Comanche, registration N7428P, collided with a tree while maneuvering for approach to Garberville Airport, Garberville, California. The private pilot, the sole occupant, was fatally injured; the airplane sustained substantial damage. The flight was operated under 14 Code of Federal Regulations Part 91 and originated from Cameron Airpark, Cameron Park, California, with a planned destination of Garberville. No flight plan had been filed, and meteorological conditions were unknown.
Witnesses observed the airplane flying at a very low altitude, estimated at 100–200 feet above the treetops, just below a cloud layer. One witness located about 1.5 nautical miles southwest of the airport reported the airplane was lower than normal and the engine sounded quieter than usual. Witnesses closer to the accident site noted no engine noise. The closest witness heard a loud tree-crashing sound and saw the airplane rotate around a tree before cartwheeling into the river.
Personnel Information
The pilot, aged 59, held a private pilot certificate with airplane single-engine land and instrument ratings. His most recent FAA third-class medical certificate was issued on February 20, 2014, with no limitations. Personal flight records were not recovered; on his last medical application, he reported 2,115 total flight hours, with 45 hours in the previous six months. The pilot worked as a doctor in Garberville one week per month, flying into Garberville Airport almost monthly between 1000 and 1100. A friend reported he would fly in any weather, circling or descending through cloud holes, and usually used a handheld GPS.
Aircraft Information
The Piper PA-24-250 Comanche, serial number 24-2616, was manufactured in 1961 and purchased by the pilot in 2012. It was a low-wing, four-seat, retractable tricycle gear airplane with a Lycoming O-540-A1D5 engine rated at 250 shaft horsepower. Total time in service at the accident was 4,932.86 hours. The most recent annual inspection was in December 2013 at 4,832.7 hours; the most recent engine maintenance was an oil change on June 28, 2014, at 4,893.1 hours. Records of fueling history were not found. A friend recalled the engine would sometimes temporarily quit; the pilot would fly one fuel tank completely dry then switch. The fuel pump had been replaced in September 2012 due to prior problems.
Meteorological Information
A routine aviation weather report from an ASOS at Fortuna, California (about 35 miles from Garberville) at 0955 reported wind from 120° at 15 knots, scattered clouds at 3,600 and 4,200 feet, broken clouds at 5,000 feet, 9 miles visibility, temperature 52°F, dew point 50°F, and altimeter 30.03 inHg. Witnesses near Garberville reported a low cloud layer and light rain drizzle.
Wreckage and Impact Information
The accident site was in the South Fork Eel River, about 2,260 feet south of the approach end of runway 36 at Garberville Airport. The airplane came to rest in the water, partially on a gravel/sand embankment. The left wing was separated and entangled in vegetation. The first identified point of contact was a tree with a large gouge on its south-facing trunk, 60–70 feet above ground level. Numerous branches and debris were found beneath the tree, consistent with the left wing colliding before descending into the river.
Medical and Pathological Information
The County of Humboldt Coroner performed an autopsy. The FAA Civil Aeromedical Institute conducted toxicological screenings, which were negative for carbon monoxide and tested drugs.
Tests and Research
Examination of the airframe and engine was conducted after recovery. The engine showed no evidence of pre-impact catastrophic mechanical malfunction or fire. Spark plug signatures indicated normal operation. Mechanical continuity was established; thumb compression was observed on four of six cylinders, with post-impact debris found in two cylinders. The three-bladed propeller had one blade bent aft about 80° near the root; the other blades were undamaged, consistent with the engine producing little or no power at impact.
The fuel selector was positioned on the left main tank. The right outboard fuel tank was full of fluid consistent with avgas; the right inboard tank contained silt and mud. The gascolator had avgas with some water and mud residue. Fuel lines contained avgas. The carburetor was crushed and broken; continuity of controls could not be established. No pre-impact mechanical malfunctions or failures were found.