History of Flight
On September 22, 2021, about 1624 mountain standard time, a Piper PA-28R-200, N3906X, was substantially damaged when it was involved in an accident near Page Municipal Airport (PGA), Page, Arizona. The pilot sustained fatal injuries, and the passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Automatic dependent surveillance-broadcast (ADS-B) track data from the Federal Aviation Administration captured the airplane’s climbout from San Martin, California, about 1211 Pacific daylight time. About 1615, the airplane was 30 nautical miles (nm) west of PGA and at an altitude of about 7,250 ft msl (1,100 ft above ground level [agl]). About 1623, the airplane descended to about 6,600 ft msl (500 ft agl), where it remained until 1623:46, when it began its final descent. The final ADS-B data point, at 1624:15, showed that the airplane was at 200 ft agl and about 0.5 nm northwest of the accident site. According to the ADS-B track data, the total distance of the accident flight was about 620 statute miles.
The passenger (the pilot’s wife) recounted that most of the flight was uneventful but that, a few minutes before the accident, the pilot became visibly upset and began pushing buttons.
Wreckage and Impact
The airplane was located about 11 nm west of PGA on a mesa at a field elevation of about 6,150 ft msl. The airplane came to rest at a level attitude on a magnetic heading of 227°. The first point of impact was identified by a 12-foot-tall tree with several broken branches. A debris path was marked by parallel ground scars that began about 20 ft forward of the first point of impact and was oriented on a magnetic heading of 155°.
During a postaccident examination, continuity of the ailerons, stabilator, and rudder were confirmed from the cockpit to their respective control surfaces. Mechanical continuity of the engine was established throughout the rotating group, valve train, and accessory section when the crankshaft was manually rotated at the propeller. Thumb compression was achieved at all four cylinders, and borescope examination revealed no indications of catastrophic engine failure.
The three-bladed constant-speed propeller remained attached; one blade was bent aft at the root, another bent aft at the tip, and the third straight. No propeller blades displayed chordwise scratches, nicks, or gouges.
The right and left wing fuel tanks had no fuel and displayed no evidence of fuel staining. There was no fuel staining on the ground or fuel smell. The fuel system exhibited no visible breaches, and all components functioned normally.
Additional Information
Passenger Interview
The passenger reported hearing the engine “smoothly running” and producing a “humming” sound after impact; she could not recall if the propeller was moving. The sound ceased about 30 seconds after impact. During a telephone interview, the NTSB played three audio files (engine at idle, master switch and vacuum pump, engine at run-up). Both times, the passenger identified the master switch and vacuum pump audio as the sound she heard.
Performance Computations
ADS-B data indicated a total flight distance of about 620 statute miles. The airplane climbed for 50 minutes, cruised at about 12,000 ft msl for 80 minutes, descended to about 7,700 ft msl for 8 minutes, then cruised near that altitude for 54 minutes before descending and crashing.
Fuel consumption computations using the pilot’s operating handbook (POH) showed an estimated endurance of about 800 statute miles at 65% throttle, 48 gallons of fuel, and maximum gross weight (2,650 lbs) at 12,000 ft msl; at 7,700 ft msl, endurance was about 750 statute miles. The handbook did not include performance aids for fuel consumption during climb and descent.
Weight and balance calculations used an empty weight of 1,710 lbs from the pilot’s flying club, fuel weight derived from a pilot-created weight record (assumed 256 lbs or about 42 gallons), oil weight 15 lbs, cargo (363 lbs including a boat motor, camping gear, raft, bags, and two dogs), pilot weight 168 lbs (from autopsy), and passenger weight 152 lbs. Total weight at departure was 2,664 lbs, exceeding the maximum gross weight of 2,650 lbs. The center of gravity (CG) at departure was 89 inches behind the datum, within published tolerance. The POH contained a warning that performance information extrapolated beyond chart limits should not be used for flight planning.
Published fuel consumption at 65% throttle was 9.16 gallons per hour. With 42 gallons, endurance was about 4 hours 24 minutes; total flight time was 4 hours 12 minutes.
Medical and Pathological Information
An autopsy determined the pilot’s cause of death as multiple blunt force injuries, including head and torso trauma, rib fractures, sternum fracture, pulmonary contusions, and lumbar vertebral fracture. The passenger sustained a fractured left clavicle, fractured right ribs, nasal fractures, pulmonary contusions, a lumbar compression fracture, and a large open laceration of the right knee; she was hospitalized for 6 days.
Toxicology testing identified diphenhydramine at 70 ng/mL in cavity blood and urine, and cetirizine at 109 ng/mL in cavity blood and 7,607 ng/mL in urine. Diphenhydramine (Benadryl) is a sedating antihistamine with FAA guidance of a 60-hour post-dose observation time and a warning about impairing hazardous tasks. Cetirizine (Zyrtec) is a second-generation antihistamine with FAA guidance of a 48-hour post-dose observation time; both are not for daily use.
Survival Aspects
Postaccident photographs showed the pilot pinned between the seatback and forward control panel in a compressed “knees-to-chest” position, and an unrestrained 80-pound outboard boat motor behind the front left seat, with its heaviest portion contacting the seatback. The airplane was equipped with three-point restraints at both forward seats. The passenger reported being restrained; the pilot’s shoulder harness had a linear separation consistent with cutting by emergency responders. Both ceiling-mounted inertia reels were in place, and lap belts were attached and undamaged. The passenger stated all items in the back were secured with rope, but the onsite investigation found items not secured and no rope located.