Piper PA-32-260 accident near Madras, Oregon, March 10, 2024

The NTSB's narrative final · quoted from the NTSB record

The non-instrument-rated pilot departed into visual meteorological conditions (VMC) on a day cross-country flight. A power utility company experienced a powerline surge and dispatched a maintenance crew to investigate; upon arrival they discovered the wreckage of an airplane and alerted local authorities. Flight track data indicated that, after departure, the airplane proceeded on an easterly heading and ascended to 10,000 ft mean sea level (msl) toward the destination airport. The data indicated that the airplane made a series of altitude changes ranging from 10,000 to 13,300 ft msl and made a right descending turn before the recorded data ended. The airplane impacted sloping terrain in between high-power transmission lines. Witnesses near the accident site reported they observed the airplane descending in a spiraling motion toward the ground. They described the engine as getting louder as the airplane descended or winding up like it was in a dive, like aerobatics at an airshow. A witness noted that the airplane was intact while descending. Another witness reported there were rain showers in the area when they heard the engine. Review of weather information at the time of the accident and near the accident location indicated instrument meteorological conditions (IMC), icing conditions, and updrafts and downdrafts from mountain wave development. It is unknown if the pilot obtained a preflight weather briefing. All major structural components of the airplane were located within the wreckage path. Postaccident examination of the airframe and engine revealed no evidence of any preexisting anomalies that would have precluded normal operation. Toxicological testing of the pilot found no tested-for substances or medications that would have posed a hazard to flight safety or that likely would have contributed to the accident. Due to the condition of the remains, the autopsy did not determine whether any medical conditions were present that may have posed a hazard to flight safety or that may have contributed to the accident. The series of altitude changes were consistent with the pilot attempting to avoid IMC. While the satellite and local weather radar did show some altocumulus clouds and scattered echoes in the vicinity of the accident, the accident airplane was not in any significant echoes at the time the pilot lost control. Satellite imagery depicted the accident site covered by an area of mid-level clouds with cloud tops near the accident airplane’s cruising altitude at 12,500 ft msl. Icing is common near cloud tops, and the cloud top temperature supported the presence of supercooled liquid droplets. The sounding also depicted strong vertical wind shear near the cloud tops, which is a common feature with icing in cloud tops. IFR conditions, mountain obscuration, icing conditions, and strong surface winds were forecast for the period of the accident. Based on the flight and weather data, the pilot was likely attempting to overfly the layer of clouds, entered the upper portion of the clouds, then encountered moderate or greater turbulence and structural icing conditions that resulted in his loss of airplane control.

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.

Photographs from the investigation 6 pictures from the NTSB's docket, as the NTSB released them

Photograph 1 – Southeast flight track to accident sitePhotograph 2 – View of cut static high-tension line between towersPhotograph 3 – View of accident site between high-tension towersPhotograph 4 – View of engine at end of accident trenchPhotograph 5 – View of engine at accident sitePhotograph 6 – View of engine prior to engine examination

The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.