Accident Overview
On June 14, 2024, at 1248 eastern daylight time, a Piper PA-28-140, registration N515DH, was destroyed in an accident near Siler City, North Carolina. The flight instructor and student pilot on board sustained fatal injuries. The aircraft was operated by Executive Flight Training and Services LLC under Title 14 Code of Federal Regulations Part 91 as an instructional flight.
Another flight instructor from the same operator was also flying in the traffic pattern at Siler City Municipal Airport (SCR) at the time of the accident. Both he and his student provided written statements, with consistent accounts of the sequence of events.
The accident airplane entered the downwind leg of the traffic pattern for runway 22 as the flight instructor and his student climbed on the upwind leg after performing a touch-and-go landing. The flight instructor adjusted his pattern for spacing and was about midfield on the downwind leg when he observed the accident airplane conduct a touch-and-go landing.
Witness Account
As the flight instructor's airplane approached the left base leg, the accident airplane transmitted asking for their position and then requested, "Can you extend, we're having an issue." The student pilot's recollection was a similar transmission: "We are having issues, can we land?" No further transmissions from the accident airplane were heard; only "hot mic" and background noises over the radio, with no discernible voices or sounds. The student pilot estimated that 30 to 45 seconds elapsed between the position report request and the background noises.
The flight instructor watched the altitude readout for the accident airplane on his ADS-B display decreasing. When he banked his airplane for a better view, he and his student observed smoke rising from trees near the accident site.
A witness performing hay baling around the runway reported seeing the accident airplane take off. He noted that the airplane "looked different" and appeared to be "flying sideways." As it climbed east of the runway, the airplane "almost rolled over on its side and went into a nosedive" before impacting the ground, followed by black smoke.
Flight Data
Preliminary ADS-B track data showed the accident airplane's traffic pattern entry and flight on the downwind leg at about 1,100 ft mean sea level (msl) and 90 knots groundspeed. The airplane turned left onto the base leg, slowing to the low 80-kt range, then onto final approach, slowing to the low 70-kt range before the ADS-B track data was lost. About one minute later, track data resumed near the runway's departure end at 625 ft msl and 66 kts. Over the next 25 seconds, a 90° left turn was observed, with final two targets at 700 ft and 65 kts, then 800 ft and 71 kts before data ended. Field elevation at SCR is 615 ft msl.
Wreckage Examination
The wreckage came to rest in its initial impact crater at 562 ft elevation, oriented 330° magnetic, and was consumed by a postcrash fire that extended to the empennage. Both wing leading edges had uniform crushing across their spans. The engine was exposed; the propeller remained attached but buried. Engine accessories were destroyed by fire.
Flight control cable continuity was confirmed from the cockpit to respective control surfaces. The flap selector handle was impact and thermally damaged; the flap drive cable remained attached to the ratchet arm, but handle position could not be determined. The stabilator trim jackscrew extended above the drum with approximately 5 threads exposed, corresponding to a neutral trim setting.
The fuel primer plunger was stowed and locked. The fuel strainer bowl was covered in soot with surrounding impact damage; no liquid was observed, and the strainer screen was free of blockage. The electric fuel pump was thermally damaged and could not be tested. The fuel selector handle was consumed by fire; the fuel selector valve was impact and thermally damaged, allowing the valve shaft to rotate freely. The positions of the valve and handle at impact could not be determined.
Engine Examination
The rear-mounted engine accessories were destroyed by fire. The carburetor was fire damaged and partially separated. The starter and alternator were impact damaged and partially separated. Intake tubes, exhaust tubes, and the exhaust muffler were partially crushed. The propeller was attached to the crankshaft flange, which was bent; the starter ring gear support fragmented. The propeller spinner was impact crushed.
The engine was suspended and partially disassembled. Exhaust tubes were cut and the muffler removed. The propeller and starter ring gear support were removed, and the bent portion of the crankshaft flange was cut away to allow rotation. The crankshaft was rotated via the vacuum pump drive pad; continuity to rear gears and valve train was confirmed. Compression and suction were attained from all four cylinders. Borescope inspection of cylinder interiors revealed no anomalies.