Piper PA-28-160 accident near Kent, Washington, July 15, 1995
On July 15, 1995 at about 5:20 am local time, a Piper PA-28-160, registered N5040W, was substantially damaged in an accident near Kent, Washington (Crest Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN CLEAR OF THE TREES. THE DARK NIGHT LIGHT CONDITION WAS A FACTOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1995 · about 5:20 am local time
- Place
- Kent, Washington · Crest Airpark
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-160 · all PA-28-160s on the register
- Registration
- N5040W · no longer on the register · serial 28-42
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT HE ESTIMATED THE PASSENGERS WEIGHT, BAGGAGE, AND FUEL QUANTITY AND REPORTED THAT THE AIRPLANE WAS LOADED ONE POUND UNDER MAX GROSS WEIGHT AND WITHIN THE C.G. ENVELOPE FOR TAKEOFF. THE PILOT STATED THAT DURING THE TAKEOFF GROUND ROLL, HE HELD THE AIRPLANE ON THE RUNWAY TO GAIN ADDITIONAL GROUND SPEED BEFORE ROTATION. AFTER ROTATION, THE PILOT HELD THE AIRPLANE IN GROUND EFFECT TO INCREASE THE AIRSPEED BEFORE PULLING UP TO GAIN ALTITUDE. THE PILOT STATED THAT THE AIRPLANE FELT 'SLUGGISH' AND THE STALL WARNING LIGHT ILLUMINATED EACH TIME THE ANGLE OF ATTACK WAS INCREASED. BECAUSE OF THE DARK NIGHT CONDITIONS, THE PILOT WAS NOT SURE IF THE AIRPLANE WOULD CLEAR THE TERRAIN AND OBSTRUCTIONS OFF THE DEPARTURE END THE RUNWAY. AFTER THE LANDING GEAR COLLIDED WITH TREE TOPS, THE PILOT REDUCED ENGINE POWER AND LANDED THE AIRPLANE IN SMALL TREES AND HIGH BRUSH. THE PILOT REPORTED THAT THERE WERE NO MECHANICAL FAILURES OR MALFUNCTIONS WITH THE AIRPLANE AT THE TIME OF THE ACCIDENT.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 348 hours in all; 51 in this make and model; 31 in the last 90 days; 16 in the last 30 days; 316 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,084 hours
- Last inspection: annual inspection, June 24, 1994; 87 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Destination: TTD Portland OR
- Flight plan: none
- Runway 15, 3,267 ft by 40 ft
Weather at the time
- Light: night, dark
- Wind: from 020° at 9 knots
- Visibility: 10 statute miles
- Sky: not recorded; scat at 6,000 ft
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 am from SEA, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.