Piper PA18 N14365

Summary

On 6 September 2019 at about 17:09 local time, a Piper PA18 registered N14365, operated by Pa-18 LLC, was involved in an accident near Hood River, Oregon, United States. 2 people were on board and 2 died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

6 September 2019 at 17:09

Classification

Accident

Location

Hood River, Oregon, United States

Nearest airport

Ken Jernstedt Airfield (4S2)

Coordinates

45.6739, -121.5422

Aircraft

Piper PA18

Registration

N14365

Category

Airplane

Year built

1974

Engines

1

Operator

Pa-18 LLC

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR19FA251

2 people died.

The total loss of engine power shortly after takeoff as a result of the private pilot’s failure to ensure the fuel selector was in the appropriate position and the certified flight instructor’s exceedance of the airplane’s critical angle of attack at the time of the engine power loss, which resulted in an aerodynamic stall and loss of airplane control.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

Witnesses observed the airplane takeoff, and one witness noted its nose-high attitude during takeoff. They then heard the engine lose power. The airplane subsequently pitched down and began a rotation to the right before impacting the ground just north of the runway. First responders reported that the fuel selector valve was found in the OFF position when they arrived at the accident site, and they also noted fuel leaking from the airplane. Further examination of the airplane revealed the fuel selector indicator plate displayed a red witness mark adjacent to the fuel selector pointer under one of the OFF-indicator marks, which is an indication the selector was in the OFF position at the time of impact. No evidence of mechanical malfunctions or failures were identified that would have precluded normal operation. Because the engine lost power during takeoff, it is possible that there was enough residual fuel in the fuel lines to start the engine and taxi to the runway, even with the selector in the OFF position. The private pilot was seated in the front seat and the certified flight instructor was seated in the rear seat. The fuel selector was located on the left cabin wall closest to the private pilot; it is likely the private pilot failed to check the position before takeoff. When the airplane departed, it was about 21 pounds over the maximum takeoff weight. An increase in the airplane’s weight would have an adverse effect on stability and controllability. Because the airplane was already in a nose-high attitude when the engine lost power, the airplane likely stalled. The increased weight and low altitude when the power loss occurred prevented the pilots from recovering. Postmortem toxicology testing detected quinine in the certified flight instructor’s blood and urine at a level that was not quantified; therefore, the amount detected was likely from a tonic drink containing quinine rather than ingestion of the drug and would not have been impairing.

Quoted verbatim from the NTSB record.