PARADISE, WA, USA
N4628L
CESSNA 172G
THE NEWLY RATED PRIVATE PILOT STATED THAT THE AIRPLANE WAS UNABLE TO MAINTAIN SUFFICIENT ALTITUDE TO CROSS A RIDGE. HOWEVER, PASSENGERS AND WITNESSES STATED THE PILOT MAINTAINED VERY LOW ALTITUDE THROUGHOUT THE FLIGHT. PASSENGERS REPORTED THE PILOT TURNED THE AIRPLANE INTO A MOUNTAINOUS DRAINAGE WHERE THE AIRPLANE STRUCK TREES, THEN IMPACTED TERRAIN. THE GRADIENT OF THE TERRAIN WAS DETERMINED TO EXCEED THE CLIMB GRADIENT CAPABILITY OF THE AIRCRAFT.
On September 5, 1994, approximately 1510 hours Pacific daylight time (pdt), a Cessna 172G, N4628L, registered to Cloud Dodgers Flying Club, Inc., and being flown by Dwight L. Youngquist, a recently certificated private pilot, was destroyed during collision with trees/terrain while climbing eastbound in a drainage approximately one mile south of Chinook Pass, near Paradise, Washington. The accident took place within Rainier National Park. The pilot and two passengers sustained minor injuries and a fourth occupant was seriously injured. Visual meteorological conditions existed at the time, and no flight plan had been filed. The flight, which was personal in nature, was to have been operated under 14CFR91, and originated from Packwood, Washington, with a destination of Paine Field in Everett, Washington. A witness reported seeing the aircraft depart the Packwood Airport, located 17 nautical miles south of the accident site. The departure was approximately 1445 and the aircraft was observed to fly northbound. A hiker in the Tatoosh Mountains just south of Rainier Park reported observing a blue and white aircraft flying northbound from the direction of Packwood and toward the Park. The hiker, who observed the aircraft from an elevation of approximately 5000 feet, estimated the aircraft's altitude to be approximately 4000 feet. A diagram of the aircraft's ground track drawn by the hiker on a topographic map indicates that the aircraft would have to maintain a minimum altitude of 4200 to 4400 feet along the depicted ground track to avoid impacting terrain. The time of this hiker's observation was approximately 1500. Another hiker located on the south side of Naches Peak and approximately one mile north of the accident site witnessed the accident. He stated the aircraft was well below his elevation of approximately 5800 feet elevation and was climbing up the drainage eastbound when it flew into trees in a wings level attitude at low speed. He also reported that the sound of the engine was smooth and uninterrupted with no sound of surging or misfiring. The pilot stated in his report of the accident that the aircraft was "unable to maintain sufficient altitude to cross (the) ridge ahead." However, two of the passengers stated that the pilot maintained very low altitude above the terrain throughout the flight. One of the passengers estimated the pilot's level-off altitude after takeoff from Packwood as "probably less than a thousand feet (above) the ground". These two passengers also stated that the pilot videotaped ground scenery during the flight. The passengers stated that while flying north up the valley along the road leading from Packwood, the pilot turned right (eastward) into Dewey Creek valley where the aircraft struck trees, then impacted the ground. The direction of flight at the time of the impact was estimated to be approximately 130 degrees magnetic, based on measurements from initial tree impact damage to the main wreckage site. The passengers also reported that the stall warning horn sounded several times just before the initial impact with the trees. The aircraft impacted approximately 5100 feet above sea level, about 150 feet below the 5250 foot maximum saddle elevation over the Dewey Creek valley. Based on reported passenger and fuel loading, the aircraft was at an estimated gross weight of 2100 pounds at the time of the accident. Its maximum certificated gross weight in the normal category is 2300 lbs. At 2100 lb gross weight and accident site density altitude of 6500 feet (estimated from Yakima weather observation), performance charts in the 1966 Cessna 172G owner's manual indicate the aircraft would have an approximate maximum climb rate of 470 feet per minute at a best rate-of-climb airspeed of 76 mph (equivalent to a climb capability of 371 feet per statute mile) with mixture leaned for best power. As measured on a topographic map of the area, terrain at the impact site slopes upward at over 1000 feet per statute mile.
PROPER ALTITUDE WAS NOT MAINTAINED AND IMPROPER INFLIGHT PLANNING/DECISION. FACTORS TO THE ACCIDENT WERE MOUNTAINOUS/HILLY TERRAIN CONDITIONS AND LACK OF TOTAL EXPERIENCE.
Source: NTSB Aviation Accident Database
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