N1540P

HISTORY OF FLIGHT

On June 28, 2013, about 0948 mountain daylight time, a Piper PA-22-135, N1540P, and a Piper PA-28R-200, N2108T, collided in midair while on final approach to landing at the Johnson Creek Airport (3U2), Yellow Pine, Idaho. The PA-22-135 was registered to the pilot and the PA-28R-200 was registered to a private individual. Both airplanes were operated by the pilots under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot of the PA-22-135 and his pilot-rated passenger sustained serious injuries. The private pilot of the PA-28R-200 sustained serious injuries and his passenger sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for either flight. The PA-22-135 originated from the Flying B Ranch (12ID), near Salmon, Idaho, about 0800, and the PA-28R-200 originated from Bountiful, Utah, about 0700. Both airplanes had an intended destination of 3U2.

Witnesses located adjacent to the accident site reported observing both the PA-22-135 and the PA-28R-200 collide at an altitude of about 50 feet above ground level just before the threshold of Runway 17. Subsequently, both airplanes were observed descending into terrain.

In a written statement, the pilot of the PA-22-135 reported that he had departed 12ID with two other airplanes. Upon arriving at 3U2, he was following a Cessna 170, who was part of the flight of three airplanes. Following position announcements on the Common Traffic Advisory Frequency (CTAF) over Yellow Pine, he announced and performed an upwind entry to the airport traffic pattern for Runway 17. The pilot stated that he continued to turn left crosswind, downwind, and base for the runway, while announcing his position on the CTAF. He added that as he turned base, he observed the Cessna 170 he was following initiate a go-around due to another airplane on the runway. The pilot further stated that he turned final and announced his position on the CTAF, and that as he crossed the river north of the runway, he heard someone transmitting on the CTAF that "someone was too close" and began to abort the landing. Subsequently, the airplanes collided and impacted terrain.

In a written statement, the pilot of the PA-28R-200 reported that as he approached 3U2 from the south, he announced his position several times. As he entered the airport traffic pattern, he turned left base, and final, while announcing his position. He noticed that an airplane was still on the far departure end of the runway, and felt the airplane would not be clear of the runway before he touched down. The pilot initiated a go-around and continued south to the vicinity of Landmark Airport (0U0), for spacing from other airplanes in the area. The pilot initiated a turn to the north, and intended on entering the airport traffic pattern for 3U2 on an extended downwind, while announcing his position at several intervals.

The pilot stated that he entered the airport traffic pattern at the traffic pattern altitude, and continued to turn left base and final for Runway 17. He added that he announced his positions on the CTAF and monitored the radio for positions of other aircraft, however, heard no radio position broadcasts that suggested an airplane was in front of his position, or while he was on final approach. He further stated that he continued his approach to landing, noting that the runway and the flight path to the runway was clear. Shortly thereafter, both airplanes collided. The pilot reported that he did not see the other airplane prior to the collision.

During the investigation, a review of two videos, which were provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) by witnesses located at 3U2, revealed the PA-22-135 first came into camera view in a position consistent with being on the left downwind leg for Runway 17. About 13 seconds later, at a noticeably higher altitude, the PA-28R-200 came into the cameras view, also on left downwind for Runway 17. The PA-28R-200 remained at a higher altitude throughout the downwind and base legs, while the PA-22-135 remained at a lower altitude and what appears to be in close proximity to the runway during the base leg and turn onto final. The PA-28R-200 continued a descent while on final to Runway 17, overtaking the PA-22-135. Subsequently, the PA-28R-200 collided with the PA-22-135 near the approach end of Runway 17, and both airplanes impacted terrain.

Representatives from Backcountrypilot.org reported that they were holding an annual summer fly in at 3U2, spanning from June 28 to 30. Airport management reported that during this time, a high volume of airplanes were at or within the vicinity of 3U2.

PERSONNEL INFORMATION

Piper PA-22-135

The pilot, age 39, held a private pilot certificate with an airplane single-engine land rating. A third-class airman medical certificate was on January 6, 2012, with the limitations stated "must wear corrective lenses." The pilot reported that he had accumulated 144 total flight hours.

The pilot rated passenger, age 54, held a commercial pilot certificate with airplane single-engine land, single-engine sea, and instrument airplane ratings. A second-class airman medical certificate was issued on January 7, 2012, with the limitations stated "must wear corrective lenses for distant and near vision." The pilot reported on his most recent medical certificate application that he had accumulated 1,500 total flight hours.

Piper PA-28R-200

The pilot, age 48, held a private pilot certificate with an airplane single-engine land rating, which was issued on April 15, 2010. A third-class airman medical certificate was issued on November 16, 2012, with no limitations stated. The pilot reported that he had accumulated 341 total flight hours. In addition, the pilot stated that he was seated in the front left seat of the airplane and that his 20-month old son, was seated in the front right seat, using a Child Aviation Restraint System (CARES) device.

AIRCRAFT INFORMATION

Piper PA-22-135

The four-seat, high-wing, fixed-gear airplane, serial number (S/N) 22-2404, was manufactured in 1954. It was powered by a Lycoming O-320-A3A engine, rated at 150 horsepower. The airplane was also equipped with a fixed pitch propeller. Additionally, the airplane was equipped with an auxiliary fuel tank where the rear seats would be installed. The rear seats were found removed from the airplane.

Piper PA-28R-200

The four-seat, low-wing, retractable-gear airplane, serial number (S/N) 28R-7135053, was manufactured in 1971. It was powered by a Lycoming IO-360 engine, rated at 200 horsepower. The airplane was also equipped with an adjustable pitch propeller.

METEOROLOGICAL INFORMATION

A review of recorded data from the McCall Municipal Airport (MYL), McCall Idaho automated weather observation station, located 26 miles west of the accident site, revealed at 0951, conditions were wind calm, visibility 10 miles, clear sky, temperature 19 C , dew point 11 C , and an altimeter setting of 30.33 inches of mercury.

COMMUNICATIONS

Recorded communications of the CTAF were obtained from a private individual who had landed a few minutes prior to the collision. The individual was recording communications inside his own airplane. The supplied recording was 5 minutes, 5 seconds in length, and captured numerous aircraft within the vicinity of the airport, of which were either departing or arriving at 3U2 about the time of the accident. The recorded transmissions revealed that pilots from both accident airplanes were transmitting their locations within the airport traffic pattern. For further details, see the transcript in the public docket for this accident.

AIRPORT INFORMATION

The Johnson Creek Airport is a non-towered airport that is located within a large canyon, with significant rising terrain to the east and west. The airport features a single turf runway, 17/35, which is 3,400 feet in length and 150 feet wide. The edges of the runway were marked by white rocks. The CTAF is 122.90. The reported field elevation is 4,933 feet mean sea level.

Recommended procedures for arrival is from the north, and to report your position over the town of Yellow Pine (3 miles north of 3U2), fly upwind for Runway 17, and enter a left downwind, followed by a left base, and left turn to final. When arriving from the south, it is recommended to report your position over Wapiti Meadows (3 miles south of 3U2), enter the traffic pattern on a left downwind for Runway 17. In addition, landings are generally conducted on Runway 17 and takeoffs on Runway 35 when wind conditions allow, due to surrounding terrain and residential structures.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed that both airplanes came to rest within about 50 feet of each other. The main wreckages were located about 225 feet from the approach end of Runway 17, along the eastern edge of the runway. The debris path was about 410 feet in length and oriented on a magnetic heading of about 160. Debris was located 185 feet north of the approach end of Runway 17, which included red lens fragments, insulation, and the anti-collision light housing from the PA-22-135. The right flap of the PA-22-135 was located about 374 feet from the main wreckage. Three ground impressions about 15 feet in length were observed about 115 feet from the main wreckage. A crater of disturbed dirt, about 2 feet by 6 feet in size, which contained fragments of cowling from the PA-28R-200, was located about 105 feet from the main wreckage.

PA-22-135

Examination of the PA-22-135 revealed that the airplane came to rest nose low on a magnetic heading of about 287 degrees. The fuselage remained mostly intact. The aft cabin and left and right door frames were deformed right, and twisted in a clockwise direction when looking aft to forward. The fuselage structure aft of the bagg...