Extra Flugzeugbau EA 300/L N22MW

Summary

On 19 May 2024 at about 23:49 local time, a Extra Flugzeugbau EA 300/L registered N22MW was involved in an accident near Bandera, Washington, United States. One person was on board and one died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

19 May 2024 at 23:49

Classification

Accident

Location

Bandera, Washington, United States

Coordinates

47.3832, -121.4999

Aircraft

Extra Flugzeugbau EA 300/L

Registration

N22MW

Category

Airplane

Year built

2001

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Arlington → Ephrata

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR24FA156

1 person died.

The pilot’s decision to continue flight into icing conditions and inclement weather, which likely led to spatial disorientation when he attempted to divert from the planned course to the destination airport.

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

Read the full NTSB narrative

The non-instrument-rated pilot departed for the destination airport to attend an aerobatic camp. The airplane followed an interstate through a mountain pass while generally maintaining an altitude of 1,500 ft above ground level (agl). As the airplane continued along the canyon, it began to climb while its airspeed slowed, likely the pilot’s response to entering an area of higher terrain while avoiding clouds. The airplane reached an altitude of about 7,000 ft mean sea level (msl) and an airspeed of 103 kts. The airplane began descending and its speed increased to over 185 kts. The airplane then leveled off briefly before beginning a steeper descent. The airplane then made a 90° left turn and the airspeed decreased while it continued the descent. The airplane impacted terrain in a near-vertical attitude. Postaccident examination of the wreckage revealed no evidence of a mechanical malfunction or failure. The examination found evidence consistent with the pilot, who was wearing a parachute, having his seatbelt fastened at impact, which indicates he did not attempt to bail out and suggests he did not perceive the airplane to be uncontrollable. Weather data indicated that, during the last 2 minutes of flight, the airplane was likely operating in instrument meteorological conditions above 3,000 ft msl and encountered icing conditions above 5,400 ft. Forecast information applicable to the accident time included moderate icing above 5,000 ft msl and mountain obscuration due to clouds and mist. There is no record of the pilot obtaining a weather briefing before departure. However, he had commented to the owner of the accident airplane that he might not be able to complete the flight as planned due to weather, indicating an awareness of potential overcast conditions. The pilot had flown through the pass on numerous occasions and likely felt comfortable with the route. The altitude and airspeed changes during the final 2 minutes of flight are consistent with the pilot attempting to remain clear of clouds while maintaining terrain clearance. After the airplane climbed, it likely encountered icing conditions. Although the reason for the pilot’s left turn could not be determined, the turn occurred while the airplane was in the cloud layer and likely accumulating ice, and it is possible he was attempting to reverse course while descending. The decrease in altitude while approaching the mountain peak, the drastic changes in airspeed, and then the sharp left turn followed by a sudden descent are consistent with the pilot becoming spatially disoriented and entering an aerodynamic stall. The pilot held the required FAA waiver for the aerobatic camp and was the only person authorized to activate the aerobatic area. This responsibility may have created self-induced pressure to complete the flight despite the adverse weather conditions.

Quoted verbatim from the NTSB record.