History of Flight
On September 22, 2022, about 1439 Pacific daylight time, a Piper PA-28-140, N7063R, was destroyed when it impacted terrain near Sisters, Oregon. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot used an online flight planning tool for en route and destination performance planning. Data retrieved showed the pilot planned to depart a private strip in Llano, California, about 0700 and fly a succession of waypoints and fuel stops en route to Curtis, Washington (0WA2). The route included Rosamond Skypark Airport (L00), Harris River Ranch Airport (9CA7), and a stopover at Westover Field/Amador County Airport (JAQ), Jackson, California. At JAQ, the pilot purchased 25 gallons of 100LL fuel at 0953. Subsequent waypoints included Nevada County Airport (GOO) and Sisters Eagle Air Airport (6K5), Sisters, Oregon, where he purchased 29 gallons of fuel at 1400. Surveillance video showed the pilot departed 6K5 about 1410. He planned to overfly Scappoose, Oregon, before landing at his destination.
A witness about 0.50 nm north of the accident site reported hearing a small airplane flying close to her between 1430 and 1445. She heard a “thud” sound about 30 seconds later. The engine sounded smooth and continuous before impact. Another witness about 1,000 ft from the site heard the impact about 1439.
Personnel Information
The pilot’s son stated his father started planning the flight about 4 years prior to relocate the airplane to his new home in Chehalis, Washington. They discussed the route but not weather. The pilot had not completed any cross-country flights to Oregon or Washington; his longest flight was about 2.5 hours except a flight in a Mooney to Montana.
Aircraft Information
A friend of the pilot stated the airplane remained in the pilot’s hangar for several years, during which the pilot might have accumulated 2-4 hours of total flight time in the airplane.
Meteorological Information
According to the pilot’s friend, he helped plan the flight. They reviewed weather the weekend before and noticed incoming inclement weather, selecting Thursday (the day of the accident) for departure. They reviewed weather again the day before and found unfavorable conditions for a direct route, but better conditions on the east side of California and east of the Cascade mountains. The friend texted the pilot at 0630 on the accident day that weather north of the Oregon border wouldn’t clear until mid-afternoon or later; he received no response.
A National Weather Service Surface Analysis Chart for 1400 showed a low-pressure system over north central Washington with a trough extending north and south. The accident site was immediately east of the surface trough. The 1700 sounding from Salem, Oregon, indicated an unstable environment from the surface through 3,500 ft msl, with a combination of conditional unstable and stable layers between 3,500 ft and 14,000 ft. Clouds were indicated from 4,000 ft through 6,750 ft. The wind profile showed near-surface wind from 165° at 5 knots, becoming westerly by 5,000 ft, increasing to 15 knots by 2,000 ft and 20 knots by 7,000 ft. RAOB analysis did not indicate low-level wind shear below 2,000 ft but showed light to moderate clear air turbulence from the surface through 14,000 ft. Areas of mountain waves were noted with 1,000 ft/min downdrafts around 4,500 and 6,400 ft. At the accident elevation of 6,500 ft, wind was from the northwest at 17 knots.
There were no notifications or forecasts for mountain wave development, but pilot reports for low-level wind shear existed at surrounding airports. A graphical forecast for aviation (GFA) issued at 0902 and valid at accident time showed clear skies in northern California and ceilings with few clouds in southern Oregon. Ceilings and mountain obscuration were reported over northwestern Oregon and southern Washington at the destination. A subsequent GFA at 1202 showed similar conditions. Pilot reports within 2 hours of the accident showed ceilings from 4,000 to 5,000 ft msl near Portland, Oregon, about 68 nm northwest of the accident site.
Wreckage and Impact Information
The airplane came to rest on a 60° slope on the northeast side of South Cinder Peak in the Jefferson Wilderness at about 6,500 ft msl. All four corners were accounted for. The first point of impact (FPI) was about 500 ft from the top of the peak, marked by a large ground scar 6 ft wide. The main wreckage, including wings, fuselage, and empennage, was located 20 ft northeast of the FPI. The engine was collocated with the FPI. Postaccident examination of the airframe and engine revealed no preimpact mechanical anomalies.
Medical and Pathological Information
The Linn County Medical Examiner’s Office reported the pilot’s cause of death as massive blunt and sharp force trauma, manner of death accident. Remains were recovered the day after the crash. Due to condition, effective examination for natural disease was not possible. FAA Forensic Sciences laboratory toxicological testing of a postmortem muscle tissue specimen detected ethanol at 0.057 g/hg, n-butanol at 0.016 g/hg, isopropanol at 0.093 g/hg, and acetone at 0.01 g/hg. The specimen was unsuitable for general drug screening; drug screen was negative. No other specimen was available. Postmortem ethanol production can occur due to trauma and delayed recovery.
Tests and Research
The distance between 6K5 and the accident was about 20 nm. According to the pilot’s operating handbook, the flight to 21 nm and climb to about 8,000 ft would take about 16 minutes.