PIPER PA-32-260

Full Narrative

HISTORY OF FLIGHTOn March 10, 2024, about 1503 Pacific daylight time, a Piper PA-32-260, N3264W, was destroyed when it was involved in an accident near Madras, Oregon. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A review of ADS-B data showed that the flight departed from Aurora State Airport (UAO), Aurora, Oregon, at 1404:10, and proceeded on an easterly flight path as it ascended to 10,000 ft msl. At 1502:01 the airplane ascended to an altitude of 13,100 ft msl and its groundspeed began to decay from 118 kts to 74 kts. The data further showed that, at 1502:11, the airplane was at an altitude of 13,300 ft msl and it entered a descending right turn. The last recorded ADS-B data point was at 1503:28 at an altitude of 4,700 ft msl, about 0.2 miles southwest of the accident site.


Figure 1.Profile view of the route of flight.
About 1503, a power utility company experienced a powerline surge and sent a maintenance crew to investigate. About 1940, the crew discovered the wreckage of an airplane and alerted local authorities.
Two witnesses located about 3 miles northwest of the accident site reported they observed the airplane descending in a spiraling motion towards the ground. One of the witnesses noted that the airplane was intact at the time. Another witness reported there were rain showers in the area when they heard the loud engine noise of the airplane. PERSONNEL INFORMATIONAt the time of the accident, the pilot had accumulated about 788 total hours of flight experience, of which 12 hours were in the 30 days preceding the accident. The logbook recovered was marked as number two and began on 6/27/2021. It contained no time logged of simulated or actual instrument flight. METEOROLOGICAL INFORMATIONA meteorology study was performed with multiple weather products reviewed. The study found that the area of the accident site was located west of a cold front on the cold-air side of an occluded front. This front extended from a low-pressure system over southeast Alaska, through British Columbia, and into Washington, where the front was depicted as a cold front extending into Oregon southwestward, then into northern California.
Geostationary satellite imagery depicted the accident site covered by an area of mid-level clouds with a radiative cloud top temperature of -16°C, which corresponded to cloud tops near the accident airplane’s cruising altitude at 12,500 ft msl based on the High-Resolution Rapid Refresh sounding. The sounding also depicted strong vertical wind shear near the cloud tops.
Pilot reports supported the existence of light-to-moderate turbulence and light-to-moderate icing within 100 miles of the accident site surrounding the period of the accident flight.
Graphic-Airmen’s Meteorological Information (G-AIRMET) forecast IFR conditions, mountain obscuration, icing conditions, and strong surface wind for the period of the accident.
The investigation evaluated icing probability imagery for 11,000 ft/12,000 ft and the maximum composite image for about 1508 local time. The images depicted a large area of potential icing over western Oregon, over and west of the Cascades, with a clear area, and then a narrow southwest to northeast band of icing that extended over the accident site. The imagery indicated a probability of 40% to 50% for icing and a probability of approximately 20% to 45% of encountering supercooled large droplet (SLD) conditions at that time over the accident site.
There was no record of the pilot having any contact with FAA contract Automated Flight Service Station (AFSS) provider Leidos or any third-party vendors using the Lockheed Flight Service System on the day of the accident. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that the airplane impacted sloping terrain in between a north-south high-power transmission line about 7 miles southeast of the Madras Municipal Airport (S33), Madras, Oregon, at an elevation of 2,884 ft msl. A small post-crash fire ensued but extinguished quickly due to recent rains.
Postaccident examination of the wreckage revealed that the airplane engine came to rest on its right side with the remaining wreckage scattered between two 100-ft-tall high-tension powerline towers. The top high-tension static line that spanned the towers was observed cut and the main wreckage was nearly directly below the power lines.
The first identified point of contact (FIPC) with terrain was a ground scar/impression approximately 5 ft deep, 12 ft wide, and 20 ft long into terrain at a magnetic heading of 130° with a debris path spread 300 ft both aft and forward of the impact area.
The engine was separated from the engine mount and was located right side up on the ground just beyond the main impact crater, facing the opposite direction of the airplane’s direction of travel. All the major structural components of the airplane were located within the wreckage debris path. A portion of the high-tension static wire from the transmission powerline tower was found near the right wing.


Figure 2. View of the impact site. DAMAGE TO AIRCRAFTExamination of the recovered wreckage revealed heavy fragmentation of the airplane structure. Both of the wings, the primary and secondary flight surfaces, the center section, the left and right horizontal stabilators, the elevators, and the vertical stabilizer with the rudder attached were separated.
Examination of the engine revealed no evidence of any preexisting anomalies that would have precluded normal operation. FLIGHT RECORDERSThe airplane was equipped with a JPI EDM-730/830 Engine Data monitor. The data was successfully downloaded and included data for the final five minutes of the flight. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot was performed by the Oregon State Medical Examiner at the request of the Oregon State Police Office. According to the pilot’s autopsy report, his cause of death was blunt force injury and the manner of death was an accident.
Toxicological testing was performed on heart and liver tissue, and no tested-for substances were detected. No medications were found that would have posed a hazard to flight safety or that likely would have contributed to this accident.