Skagit Regional Airport: Burlington, Washington

Airport is located.

On October 8, 2009, about 1305 Pacific daylight time, a Piper PA-12, N2087C, impacted the terrain after lifting off from Runway 28 at Skagit Regional Airport, Burlington, Washington. The private pilot was killed by the accident sequence, and the airplane, which was owned and operated by the pilot, sustained substantial damage. The 14 Code of Federal Regulations Part 91 activity took place in visual meteorological conditions. No flight plan had been filed. It has not yet been determined whether the pilot intended to take off, or whether he was performing a high-speed taxi test of the recently restored airplane.

According to witnesses, the pilot pulled onto runway 28, added what appeared to be full power, and after rolling about 200 feet, the airplane lifted off and climbed to a near vertical attitude. After reaching a height of about 200 feet, it rolled off on the right wing, and descended near vertically into the flat grassy terrain between a crossing runway and its adjacent taxiway.

Soon after impacting the ground, a small fire started in the area of the carburetor, but it was extinguished by individuals who responded to the scene.
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The pilot was returning from an aerial application flight in the local area. As he neared the flatbed trailer that he intended to utilize as his landing zone, he noticed that there was a right crosswind of about 5 knots. Just prior to touchdown he felt the helicopter move to the left and subsequently contact the trailer. He attempted to lift off from the trailer by adding right cyclic and increasing the collective. The helicopter rolled to the right, resulting in the main rotor blades contacting the ground and substantial damage to the main rotor assembly, tail rotor assembly, and the tail boom. The pilot reported no preimpact mechanical malfunctions or failures with the helicopter.
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On May 16, 2009, about 1800 Pacific daylight time, a Kilroy Pitts Model 12 amateur-built experimental airplane, N133GT, collided with a Cessna 172M, N70323, while both airplanes were attempting to land on runway 28 at the Skagit Airport, Burlington, Washington. The Cessna had touched down and was on the landing roll when the Pitts touched down on the Cessna’s left wing. Westwind Aviation, Inc., was operating the Cessna under the provisions of 14 Code of Federal Regulations (CFR) Part 135. The pilot/owner was operating the Pitts under the provisions of 14 CFR Part 91. In the Cessna, the airline transport pilot sustained minor injuries and the passenger was not injured; in the Pitts, both the airline transport pilot and the passenger were not injured. Both the airplanes sustained substantial damage. The Cessna departed from Sekiu Airport, Sekiu, Washington, on an air taxi on-demand passenger flight about 1720, with the intended destination of Burlington.
The Pitts departed Jefferson County International Airport, Port Townsend, Washington, about 1730, with a planned destination of Burlington. Day visual meteorological conditions prevailed; the Cessna was on a visual flight rules (VFR) flight plan and the Pitts did not file a flight plan.
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While executing an instrument approach in weather conditions that included a one-quarter mile visibility and an overcast ceiling 100 feet above ground level, and while one and one-half mile from the approach end of the runway, the pilot descended about 430 feet below the minimum descent altitude for the approach. After descending to that altitude, the airplane's left wing impacted a tree situated below the final approach course.
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During a night non-precision instrument approach the airplane collided with trees and terrain near the approach end of the landing runway. Air traffic control (ATC) communications transcripts and recorded radar data showed that the aircraft was cleared for a NDB (non-directional radio beacon) approach approximately 10 minutes prior to the accident. Shortly after receiving the clearance, the pilot transmitted a position report, stating the aircraft was procedure turn inbound. Shortly after the pilot's position report, radio and radar contact with the accident aircraft was lost and an Alert Notice (ALNOT) was issued. The last known radar position for the aircraft was approximately 6-tenths of a mile from the approach end of the runway. The wreckage was located the following morning in a heavily wooded area 2,090 feet from the landing threshold of runway 10. The automated weather observation at the airport during the timeframe of the accident reported, in
part, visibility 5 statute miles with a broken ceiling at 100 feet above ground level (agl) and an overcast ceiling at 800 feet agl. The minimum descent altitude/height (MDA) for the approach is 1,240 feet above mean sea level, which is 1,096 feet above the touchdown zone elevation of 144 feet. The published minimum visibility for a straight-in NDB approach is 1-1/4 mile. Post accident examination of the engines and airframe revealed no evidence of a pre accident mechanical malfunction or failure.
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The pilot reported that he noted a reduction in engine power during the initial climb just after completing a touch-and-go landing at a private airstrip. He stated that the airplane's takeoff and climb performance was diminished to a point where he elected to initiate an off airport landing to a nearby field. During the approach to the field, the airplane collided with a utility pole resulting in an uncontrolled descent and collision with terrain.