N17PR

HISTORY OF FLIGHT

On March 9, 2013, about 1445 Pacific standard time, a Maule M-5-210C, N17PR, was substantially damaged after it impacted a residential house following a loss of control while maneuvering at a low altitude near Woodinville, Washington. The certified private pilot sustained fatal injuries, while the sole passenger was seriously injured. Visual meteorological conditions existed for the local flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91. No flight plan was filed. The local flight departed the Renton Municipal Airport (RNT), Renton, Washington at 1431.

In an interview conducted by the National Transportation Safety Board investigator-in-charge (IIC) and a Federal Aviation Administration (FAA) aviation safety inspector, the right seat passenger who survived the accident, reported that prior to the flight he could not remember if the pilot had checked the fuel or not. The passenger stated that during the initial starting of the engine, the engine did not start right up, but that it turned over several times before it started; he said this was different from the other times he had flown with the pilot. The passenger further stated that after taking off and flying around for what he thought was about 30 minutes, the engine started to sputter, and then it completely stopped. He added that the pilot attempted to restart the engine, but it wouldn't start and that they were losing altitude. The passenger opined that he observed the stall warning light illuminate and that the airplane was in a turn, however, he did not recall the impact or the altitude they were at when the engine quit.

Several witnesses who lived in the residential area where the accident occurred submitted statements to a local law enforcement agency. One witness reported that he observed the airplane circle and that it appeared very low. A second witness stated that she heard a pop sound, then a puff or a sputter, and then nothing. She added that she could see that the propeller had stopped and then heard a thud. A third witness reported that he observed the airplane traveling in a northeast direction and in a hard bank and knew that it was going down. Another witness revealed that he observed the airplane in the distance make a right turn and appeared to be losing altitude; he did not hear or see the airplane impact the terrain.

According to data downloaded from the pilot's handheld GPS device that was recovered from the accident site, the airplane departed RNT at 1431, exited the traffic pattern on a left downwind, and proceeded to the northwest for about 12 nautical miles (nm). It then turned toward the southeast for about 7 nm, made a left turn to the north for about 4.5 nm, then another left turn to the northwest for about 3 nm. This was followed by a right turn to a heading of north, which it flew for about 4 nm. The airplane's cruising altitude during this portion of the flight, which was about 18 minutes in duration, was between 1,500 to 1,700 feet mean sea level (msl), with an average groundspeed of about 107 knots (kts). The recorded data indicates that about 1449, the airplane made a left turn from heading of north to the southwest, which was in the direction of the departure airport (RNT). At 1449:43, the airplane's heading, altitude, and groundspeed were 245 degrees, 1,400 feet msl, and 92 kts, respectively.

The airplane proceeded on the southwesterly course for about 3.3 nm at an altitude of about 1,500 feet msl, and an average groundspeed of about 95 kts. At 1451:36, while still heading southwest, the airplane's groundspeed had decreased 5 kts to 91 kts, and at 1451:41, 5 seconds later, its groundspeed decreased further to 69 kts; the airplane then began a slow descending turn to the right. The airplane completed the right turn to a northeast heading of 030 degrees, now at an altitude of 1,421 feet msl, and a groundspeed of 62 kts. The airplane then proceeded northeast for about 0.5 nm, having descended to an altitude of about 1,000 feet msl, or about 573 feet above ground level (agl) at 1452:31; its groundspeed was now recorded as 56 knots. At this time the airplane was about 200 feet west laterally of a clearing, which was mostly occupied by a fish pond. The clearing was about 2,150 feet in length (east to west) and about 700 feet in width (north to south). Additionally, at this time that the airplane started a left turn from a heading of 070 degrees, which resulted in the following: at 1452:35, the airplane was 591 feet agl on a heading of 029 degrees, and a groundspeed 57 kts; at 1452:38, altitude 584 feet agl, heading 345 degrees, groundspeed 57 kts; at 1452:41, altitude 579 feet agl, heading 300 degrees, groundspeed 52 kts; at 1452:44, altitude 573 agl, heading 259 degrees, groundspeed 43 kts, and at 1452:47, which was when the final data was recorded, the airplane's altitude was 569 feet agl, its heading was 202 degrees, and its recorded groundspeed was 40 kts.

The main wreckage was located with its engine and cockpit partially inside the garage of a residential home. The airplane initially impacted a van that was parked on the west side of the home's driveway with its left wing. The wing subsequently separated from the fuselage and came to rest about 20 feet west of the main wreckage. The aft fuselage came to rest oriented upwards at about a 30-degree angle oriented in a northwesterly direction, the same direction from which the airplane had approached the residence prior to impact. The aft fuselage was only slightly damaged. The forward cabin and cockpit areas sustained extensive impact damage. The right wing remained attached to the airplane and was found positioned upward at about 45-degree angle and oriented toward the northeast. All airplane components necessary for flight were identified and accounted for at the accident site.

The airplane was recovered to a secured salvage facility for further examination.

PERSONNEL INFORMATION

The pilot, age 45, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He was issued a third-class Federal Aviation Administration (FAA) airman medical certificate on September 25, 2012, without limitations.

A review of the pilot's personal pilot logbooks revealed that as of November 27, 2012, which was the date of the last entry, the pilot had accumulated a total of 946.3 hours, of which 897.3 hours were as pilot-in-command, 110.7 hours were in the same make and model as the accident airplane, and 668 hours of tail wheel time. The pilot successfully completed his most recent flight review on September 7, 2012.

AIRCRAFT INFORMATION

The single-engine, high-wing, airplane was manufactured in 1975, and was equipped with a Teledyne Continental Motors (TCM) IO-360-D fuel injected engine. It was also equipped with a McCauley constant speed propeller.

A review of the airplane's maintenance records revealed that the most recent annual inspection was performed on July 26, 2011, at an engine total time of 1,802.2 hours, a time since major overhaul of 153.0 hours, and a tachometer time of 3,107.6 hours. At the time of the accident the tachometer read 3,143.7.

The investigation revealed no record of the pilot having flown the accident airplane from the date of his last pilot logbook entry, November 27, 2012, until the day of the accident, March 9, 2013; this accounts for 102 days inactivity. On November 27th, according to the pilot's logbook, he made a local flight of 1.3 hours. A search of fueling records during the investigation revealed that the pilot did not refuel subsequent to the previously referred to flight. It was additionally reported by a family member that the airplane was not stored in a hangar, and remained tied down outside on the ramp at RNT where it was based.

METEROROLOGICAL INFORMATION

At 1453, the RNT weather reporting facility, which was located about 16 nautical miles (nm) south-southwest of the accident site, reported wind 170 degrees at 5 knots, visibility 10 miles, sky clear, temperature 13 degrees Celsius (C), dew point 0 degrees C, and an altimeter setting of 30.44 inches of mercury.

At 1453, the weather reporting facility located at Paine Field (PAE), Everett, Washington, which was located about 14 nm northwest of the accident site, reported wind 290 degrees at 5 knots, visibility 10 miles, temperature 9 degrees C, dew point 2 degrees C, and an altimeter setting of 30.43 inches of mercury.

It was revealed during the investigation that the total monthly rainfall for the months of November 2012 through March of 2013 were as follows:

November 2012 - 8.28 inches

December 2012 - 6.85 inches

January 2013 - 4.16 inches

February 2013 - 1.58 inches

March 2013 - 2.74 inches

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest partially inside a garage in a residential area, which was located about 16 nm north-northwest of RNT, the departure airport. The airplane's initial impact was with a personal van that was parked on the adjacent driveway; the airplane had impacted the van with its left wing, which was separated during the impact sequence. The airplane's measured magnetic impact and at rest heading was 110 degrees. The airplane came to rest inverted and partially laying on its right forward cabin area, with the aft fuselage and empennage being supported by the airplane's left elevator and left horizontal stabilizer.

The left wing, which separated from the airplane after impacting a vehicle parked in the residence's driveway, was observed lying inverted about 20 feet west of the main wreckage. The outboard one-third of the wing was observed to have impacted the vehicle, and the leading edge of the wing section was crushed aft. The associated flap remained attached at both attach points, while the inboard 18 inches of the flap was observed bent inward and downward. The flap was also observed deformed at the mid-span area. The left aileron remained a...