Accident Overview
On September 6, 2019, at approximately 1009 Pacific daylight time, a Piper PA-18 (registration N14365) was substantially damaged in an accident near Hood River, Oregon. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The certificated flight instructor (CFI) and private pilot on board were fatally injured.
Accident Sequence
A witness watching the airplane take off from Ken Jernstedt Airport (4S2) reported that it appeared to be in slow flight with a nose-high angle of attack. The witness observed the nose pitch down, which they attributed to corrective action by the pilots, at which point the engine abruptly lost power. The right wing began to drop, and the airplane was halfway through a rotation or spin when it struck the ground. The witness estimated the airplane was no more than 100 feet above ground level at the time.
Another witness, marshalling airplanes on the west side of the runway for an annual fly-in, saw the airplane taxi and take off with the engine producing full power. During the climb, the engine lost power abruptly. The witness saw the airplane’s nose lower “as if it was trying to gain airspeed,” and the airplane began a right turn. The nose continued to lower and the rotation rate increased until the airplane disappeared behind T-hangars.
The airplane came to rest on the north side of runway 25, adjacent to T-hangars, on a southerly heading facing the runway. The cockpit remained upright.
Postaccident Examination
First responders found the fuel selector valve in the OFF position and noted fuel leaking from the airplane. The postaccident examination revealed impact damage to the fuselage and cockpit area with aft crushing. The carburetor heat lever was in the ON position and bent downward; the mixture lever was full rich; the primer pump was in and locked; the flaps were UP; and the throttle lever was between OPEN and CLOSED. Flight control continuity was established. The fuel selector was in the OFF position, with the pointer folded toward the handle. A red witness mark was present on the indicator plate adjacent to the pointer under one of the OFF marks. When the indicator plate was removed, fuel leaked from the selector and fuel lines. No blockages were found in the fuel inlets, and the selector moved through all detents without obstruction.
The engine remained attached to its mounts but was pushed aft into the firewall. Manual rotation produced mechanical and valve-train continuity, with thumb compression on all cylinders. Both magnetos produced spark when tested. The spark plugs exhibited normal wear. The carburetor contained blue fuel that smelled like avgas, with about 1 inch of fuel in the bowl.
Weight and Balance
According to the airplane manufacturer, the aircraft’s basic empty weight was 1,086.2 pounds. The calculated weight at the time of the accident was 1,771.4 pounds, factoring in the occupants (479 pounds total), fuel weight reported by the operator (full tanks less 20 minutes’ flight time, 196.2 pounds), and 10 pounds of miscellaneous items. The Type Certificate Data Sheet lists the Normal Category maximum weight for the PA-18-150 as 1,750 pounds. Airport security video showed the airplane in a right descending turn before impact.
Toxicology
Autopsies performed by the Oregon State Medical Examiner’s Office listed the CFI’s cause of death as blunt force head injury and the private pilot’s as multiple blunt force injuries. Toxicology testing for the private pilot found no drugs of abuse. For the CFI, testing identified 14 mg/dL glucose in the vitreous and 6 mg/dL glucose in the urine; quinine was detected in blood and urine but not quantified. Quinine is a prescription medication used for malaria and sometimes for leg cramps; it is also present in small amounts in tonic water.