N2190XPiper PA-28-181 · 1979

On August 8, 2008, about 0700 mountain daylight time, a Piper PA-28-181 single-engine airplane, N2190X, was substantially damaged when it collided with terrain while maneuvering near the Monticello Airport (U43), Monticello, Utah. The private pilot and his two passengers were killed. The airplane was registered to Lyle Northern Electric of Blanding, Utah, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight. The local flight originated from the Blanding Municipal Airport (BDG), Blanding, Utah, at about 0630.

Several witnesses located near the accident site reported observing an airplane consistent in appearance with the accident airplane flying near the vicinity of the accident site at a low altitude. Two witnesses reported that the airplane's engine sounded steady with no changes in sound.

A witness traveling north on a highway adjacent to the accident site reported that he observed an airplane circling in the vicinity with the wings "completely up and down" before the airplane's wings leveled onto a westerly heading. The witness added that the airplane was at an "extremely low altitude" before he lost sight of the airplane below the horizon.

According to local law enforcement officials, the pilot and passengers were flying around the local area with the intention of spotting wild life in the vicinity of the accident site.

The pilot, age 36, held a private pilot certificate with an airplane single-engine land ratings. The pilot held a third-class airman medical certificate issued July 20, 2007, with no limitations. A review of the pilot's logbook revealed that as of the most recent flight entry dated May 15, 2008, the pilot had accumulated 356.2 hours total flight time, of which 356.2 hours were in the accident make/model airplane. The pilot had logged 4.9 hours within the previous 90 days of the accident and 0 hours within the previous 30 days. The pilot completed his most recent biennial flight review on September 5, 2007.

The four-seat, low-wing, fixed-gear airplane, serial number (S/N) 28-7990367, was manufactured in 1979. It was powered by a Lycoming O-360-A4M engine, serial number RL-37049-36A, rated at 180 horse power engine and was equipped with a Sensenitch model 76EM8S5-0-62 fixed-pitch propeller. Review of the aircraft maintenance logbook records showed that an annual inspection was completed February 2, 2008, at a recorded tachometer reading of 3,158 hours, airframe total time of 13,158.5 hours, and engine total time since remanufacture of 1,511.8 hours. Using the observed tachometer hour reading of 3,189.5 hours at the accident site, the investigator-in-charge computed that the airplane had accumulated 31.5 hours since the annual inspection.

A review of recorded data from a weather observation station near Blanding, Utah, located about 21 miles south of the accident site, reported at 0555, wind from 060 at 5 knots, visibility 40 statute miles, few clouds at 14,000 feet above ground level (agl), temperature 17 degrees Celsius, and a dew point of 13 degrees Celsius.

At 0855, the observation station recorded wind from 150 degrees at 8 knots, visibility 50 statute miles, scattered cloud layer at 5,000 feet agl, broken cloud layer at 12,000 feet agl, temperature 18 degrees Celsius, and a dew point of 14 degrees Celsius.

Examination of the airplane by the NTSB investigator-in-charge revealed that the airplane impacted an open plowed field about 1.3 nautical miles northeast of U43. Wreckage debris was scattered about 190 feet along an approximate bearing of 278-degrees magnetic from the initial impact crater. Fiberglass and various debris was observed along the debris path. A piece of the green navigational light lens was located about four feet from the initial impact point. About 75 feet from the initial impact crater, the right wing was located and was separated from the airframe.

Examination of the airframe and flight control system components revealed no evidence of preimpact mechanical malfunction. Examination of the engine revealed that it remained attached to the airframe. The propeller remained attached to the engine propeller crankshaft. Propeller blade A remained relatively straight with a 5-degree forward bend originating about 6 inches inboard from the blade tip. Chordwise scratching and leading edge polishing were observed throughout the blade span. Propeller blade B was twisted towards the direction of low pitch at approximately mid-span. Chordwise scratching and leading edge polishing were observed throughout the blade span. Examination of the engine and system components revealed no evidence of preimpact mechanical malfunction.

The Utah State Medical Examiner conducted an autopsy on the pilot on August 9, 2008. The medical examiner determined that the cause of death was "Blunt force injuries…"

The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI's report, carbon monoxide, cyanide, volatiles, and drugs were tested, and had negative results.