N6283PPiper PA-24-250 · 1959

On December 17, 2018, about 0755 mountain standard time, a Piper PA-24-250 airplane, N6283P, was substantially damaged when it was involved in an accident near Aberdeen, Idaho. The pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Review of airport security camera video recordings revealed that the accident airplane departed from runway 25 at Aberdeen Municipal Airport (U36), Aberdeen, Idaho, and entered a shallow climb, remaining on a westerly heading. About 14 seconds after the airplane entered the camera’s field of view, it descended in a near vertical manner, out of view of the camera. The wreckage was located about 1 hour after the accident by a nearby resident. There were no known witnesses to the accident.

No maintenance records were located during the investigation. Federal Aviation Administration (FAA) Airworthiness records showed that the airplane was equipped with Brittain Mark II auxiliary fuel wingtip tanks in 1960. The Airplane Flight Manual Supplement for the wingtip fuel tank installation stated in part, "auxiliary wing tip tank fuel to be used in level flight only." A placard showing the limitation for the auxiliary wingtip fuel tanks was observed near the fuel selector valve handles.

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No maintenance records were located during the investigation. Federal Aviation Administration (FAA) Airworthiness records showed that the airplane was equipped with Brittain Mark II auxiliary fuel wingtip tanks in 1960. The Airplane Flight Manual Supplement for the wingtip fuel tank installation stated in part, "auxiliary wing tip tank fuel to be used in level flight only." A placard showing the limitation for the auxiliary wingtip fuel tanks was observed near the fuel selector valve handles.

The airplane impacted open terrain about 1,850 ft west of the departure end of runway 25. The airplane came to rest upright on a heading of about 279° magnetic, at an altitude of 4,156 ft mean sea level. A ground impression consistent with the right-wing tip fuel tank was observed adjacent to the right-wing tip fuel tank. In addition, an area of compressed dirt was observed to the right of the fuselage/cowling area. All major structural components were located at the accident site. A scent of fuel was present at the accident site.

The fuselage was mostly intact. The engine, cowling, and forward portion were slightly displaced to the right. The fuselage structure aft of the cabin area was buckled and displaced upward and to the right. The vertical stabilizer, rudder, stabilator, and stabilator trim tab remained attached and secure to their respective mounts. The stabilator trim actuator appeared to be in a position near neutral.

The fuel selector valves were found intact. The left fuel selector valve was in the left tip fuel tank position, and the right selector valve was in in a position between the right main fuel tank and right tip fuel tank position. All internal passages of both fuel selector valves were found to be free of obstructions.

The right wing remained attached to the fuselage. The bottom side of the wing was compressed upward throughout its span. Multiple tears in the leading edge along with bending and buckling throughout was observed. The right-wing tip fuel tank remained attached and exhibited an approximate 45° crush angle extending from the bottom of the tip tank to the top. Both the right main fuel tank and right wingtip fuel tank were breached.

The left wing remained attached to the fuselage. The bottom side of the wing exhibited upward crushing throughout its span. The left wingtip fuel tank remained attached. Both the left main fuel tank and left wingtip fuel tank were breached.

Flight control continuity was established from all primary flight control surfaces to the cockpit controls. No separations in the control cables were observed.

The engine remained attached to the fuselage via its mounts. The carburetor, left and right magnetos, fuel pump, vacuum pump, oil filter, and starter were separated. The engine crankshaft was rotated by hand using the propeller. Rotational continuity was established throughout the engine and valve train. Thumb compression and suction was established on all six cylinders along with equal movement of the intake and exhaust rocker arms was observed when the crankshaft was rotated. All six cylinders were examined using a lighted borescope and found to be unremarkable.

The left and right magnetos were examined at a magneto repair facility under the supervision of an FAA inspector. The inspector stated that both magnetos were in poor condition and showed evidence of little maintenance. The right magneto was placed on a test bench and produced spark on all posts through varying rpm ranges. The left magneto drive shaft would not rotate. The magneto was disassembled and excessive wear on the bearing race attached to the shaft was observed. The inspector stated that the wear on the bearing race allowed the magnets to contact the magneto housing, which grounded the magneto. The inspector added that the bearings were in poor condition and the grease appeared to be very old.

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The Bingham County Coroner's Office, Blackfoot, Idaho, performed an autopsy of the pilot. The pilot's cause of death was blunt force trauma.

The FAA's Forensic Sciences Laboratory performed toxicology testing on the pilot's tissue samples, which identified acetaminophen and ibuprofen in the urine.

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