Piper PA-28-140 accident near Cle Elum, Washington, July 25, 2004
On July 25, 2004 at about 1:50 am local time, a Piper PA-28-140, registered N1912H, was substantially damaged in an accident near Cle Elum, Washington. It was a personal flight under general aviation rules (Part 91). 1 person was killed, 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to obtain and maintain a safe rate of climb after takeoff, due to his failure to perform pre-takeoff weight/balance and takeoff/climb performance calculations. Factors include a high density altitude environment, and trees off the departure end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2004 · about 1:50 am local time
- Place
- Cle Elum, Washington · map
- Type
- Accident
- Injuries
- 1 person was killed, 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N1912H · no longer on the register · serial 28-7725167
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot, who had loaded the aircraft to a weight more than 100 pounds over the maximum permissible takeoff gross weight, did not perform either weight and balance or takeoff/climb performance calculations prior to takeoff. He then attempted a takeoff and climb-out in a high density altitude environment, but was unable to maintain a rate of climb sufficient to clear nearby trees without his airspeed dropping to near that at which a stall would occur. After passing through an opening in a line of trees he could not climb over, the pilot elected to attempt to return to the airport. While in a shallow turn, the aircraft came in contact with a tree, which resulted in it loosing enough altitude that it was unable to clear another group of trees between it and the airport. Seeing that he could not clear the trees, the pilot elected to attempt a controlled crash landing in an area between some of the trees, but one of the aircraft's wing impacted one of the trees while the aircraft was still about 15 feet above the ground.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,100 hours in all; 30 in this make and model
- Last flight review: July 26, 2002
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,806 hours
- Last inspection: 100-hour inspection, July 9, 2004; 18 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: S93 Cle Elum WA at 1:42 am
- Destination: S93
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 55°F (13°C)
- Altimeter: 29.88 inHg
- Observation at 1:53 am from KELN, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.