Piper PA-28-151 accident near Easton, Washington, June 1, 2004
On June 1, 2004 at about 6:25 pm local time, a Piper PA-28-151, registered N6245J, was substantially damaged in an accident near Easton, Washington. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain terrain clearance while maneuvering in mountainous terrain. Mountain terrain was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2004 · about 6:25 pm local time
- Place
- Easton, Washington · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-151 · all PA-28-151s on the register
- Registration
- N6245J · no longer on the register · serial 28-7615344
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Both airline transport pilots reported that they were flying over mountainous terrain. Estimated altitude above the ground was about 1,500 to 2,000 feet. The pilot-in-command made a turn into a narrow valley that rose to a ridgeline at its end. While in the valley, the pilot-in-command noted the rising terrain and reported that he began a slow full power climb as they approached the rising terrain. The pilot reported that during the climb, the aircraft's performance seemed to decline. The pilot determined that they would not have sufficient altitude to clear the terrain and he began a turn to the left to reverse course, however, the engine did not have enough power to complete the turn before the aircraft collided with the terrain. Post-accident inspection of the aircraft and engine found no evidence of a mechanical failure or malfunction.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,425 hours in all; 7 in this make and model; 92 in the last 90 days; 35 in the last 30 days; 1,461 as pilot in command; 716 on instruments
- Last flight review: March 19, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
Co-pilot
- Injury: serious injuries
The aircraft
- Airframe total time: 3,652 hours
- Last inspection: annual inspection, February 27, 2004; 15 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: EAT East Wentachee WA at 5:50 pm
- Destination: BFI Seattle WA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,400 ft
- Temperature: 50°F (10°C), dew point 39°F (4°C)
- Altimeter: 30.07 inHg
- Observation at 6:56 pm from SMP, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.