Piper PA-32-300 accident near 23 Mi Ene Toutl, Washington, September 6, 1982
On September 6, 1982, a Piper PA-32-300, registered N48915, was destroyed in an accident near 23 Mi Ene Toutl, Washington. It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people were killed and 5 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 1982
- Place
- 23 Mi Ene Toutl, Washington · map
- Type
- Accident
- Injuries
- 2 people were killed and 5 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N48915 · no longer on the register · serial 32-7140059
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE ON A SIGHTSEEING FLT IN THE MT.ST.HELENS NATIONAL VOLCANIC MONUMENT AREA THE ACFT CRASHED ON THE MUD FLATS OF THE NORTH FORK OF THE TOUTLE RIVER IN A RELATIVELY FLAT & OPEN AREA. THERE WERE INDICATIONS OF A MASSIVE OIL LEAK FROM THE ENG AREA IN FLIGHT. ENG EXAMINATION REVEALED A DEMOUNTED NO.3 CYLINDER. HOLD DOWN BOLTS WERE MISSING FROM ONE 1/2 INCH STUD & ONE 1/2 INCH THROUGHBOLT, & FROM TWO 3/8 INCH STUDS. THERE WAS NO EVIDENCE OF TENSILE OVERLOADING OR STRIPPING. ONE HOLD DOWN NUT OF EACH SIZE WAS LOCATED UNATTACHED & CAPTURED IN THE EXTERIOR ENG BAFFLING. THE NO. 3 CONROD CAP WAS MISSING. THE ENG HAD ACCRUED 446 HRS SINCE OVERHAUL & 24 HRS SINCE LAST INSPECTION. THE WRECKAGE WAS FOUND NEAR A LEVEL STRAIGHT ROAD FREE OF SHOULDER OBSTRUCTIONS. A SURVIVING PAX STATED A FORCED LANDING ON A ROAD WOULD BE MADE. A STEEP TURN WAS MADE OVER THE ROAD & THE ACFT "FELL." THE OWNER'S MANUAL STATES THE PLT SHOULD BE AT 1000FT AGL AT THE DOWNWINDPOSITION FOR A NORMAL APPROACH TO A POWER-OFF LANDING. THE STALL WARNING SYSTEM WAS REPORTED INOPERATIVE.
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: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,178 hours in all; 8 in this make and model; 3,072 as pilot in command; 504 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,545 hours
- Last inspection: inspection type not recorded; 24 hours since
- Maximum gross weight: 3,400 lb
- Seats: 7
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
- Operator: Packwood Aviation
The flight
- Departed from: 55S Packwood WA at 4:30 pm
- Destination: 55S Packwood WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 30 statute miles
- Sky: not recorded; clear
- Temperature: 185°F (85°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 5 |
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.