History of Flight
On January 17, 2019, at 1645 Pacific standard time, a Piper PA23-250 airplane, registration N14372, was destroyed when it impacted terrain near Ellensburg, Washington. The pilot, who held an instrument rating, was fatally injured. The flight, operated as a Title 14 CFR Part 91 personal flight, had departed Bowers Field Airport (ELN) at about 1639, destined for McAllister Field Airport (YKM) in Yakima, approximately 28 nautical miles south.
Radar data indicated the airplane departed ELN to the northwest, made an approximate 180° left turn to the southeast, then turned southwest before heading south. At 1644, the airplane reached 4,750 ft mean sea level (msl). Shortly after, it entered a descending left turn; radar data ended at 16:45:18 at 3,050 ft msl.
The pilot contacted air traffic control after departure, stating he was in the clouds at 5,000 ft and requested the instrument landing system approach for runway 27 at YKM. The controller issued a discrete transponder code and asked if he was requesting an IFR clearance, but the pilot did not respond, and no further communications were received.
A witness at ELN reported helping the pilot clear snow from the airplane. The pilot indicated he hoped to conduct the flight under visual flight rules (VFR). The witness noted the ridge to the south was intermittently visible and the valley was covered by clouds in patches. The pilot said he would contact ATC for vectors around the weather.
A witness near the accident scene heard the airplane flying low and saw it diving down sideways. Another witness heard the engines gunning and observed a twin-engine airplane descending nose-low before impact. Video from about 3 miles southeast showed the airplane exiting clouds in an approximate 30° nose-low attitude with a significant bank angle until impact.
Meteorological Information
AIRMETs for instrument flight rules (IFR), mountain obscuration, turbulence, and icing were valid for the accident area at the time. Surface analysis showed calm to light winds, overcast clouds, temperatures in the low-to-mid 30s °F, and dew point temperatures in the low 30s to high 20s °F, with temperature-dew point spreads of 4°F or less. Several stations reported snow showers; one station south reported visibility restricted in mist or fog.
National Composite Radar Image showed echoes from rain and snow showers over and north of Ellensburg and another area south of the accident site. Very light intensity echoes were within 5 miles east and south. The 1653 observation at YKM included 10 miles visibility, overcast ceiling at 1,300 ft agl, temperature 3°C, and dew point 1°C. Civil twilight ended at 1717. There was no evidence the pilot obtained an official weather briefing before departure.
Wreckage and Impact Information
The debris path was oriented on a 213° magnetic heading and extended about 350 ft. Ground signatures and wreckage orientation indicated impact in a nose-low, left-wing-low attitude. The wreckage was highly fragmented; impact damage precluded determination of flight control continuity and examination of flight instruments.
Both engines were examined and no anomalies were found that would have prevented normal operation. The propellers were separated from both engines and exhibited symmetry of impact damage, with chordwise scratches and leading-edge gouges on all blades.
Medical and Pathological Information
An autopsy by the King County Medical Examiner attributed the cause of death to multiple blunt force injuries. Toxicology testing by the FAA Forensic Sciences Laboratory was negative for ethanol. Tamsulosin (Flomax), a urinary retention medication, was detected in liver and muscle specimens. The pilot had reported using tamsulosin on his most recent flight physical, and no restrictions were issued.
Additional Information
The FAA Civil Aeromedical Institute's publication "Introduction to Aviation Physiology" defines spatial disorientation as a loss of proper bearings; a state of mental confusion as to position, location, or movement relative to the earth. Contributing factors include changes in acceleration, flight in IFR conditions, frequent transfer between VFR and IFR, and unperceived changes in aircraft attitude.
The FAA's Airplane Flying Handbook (FAA-H-8083-3B) describes hazards when the ground or horizon is obscured. It states that the vestibular sense can confuse pilots; due to inertia, the inner ear cannot detect slight or uniform rate attitude changes, and false sensations can lead to spatial disorientation.