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On August 3, 2019, about 1143 eastern daylight time, a Piper PA-28-180 airplane, N5167L, collided with trees and terrain near Ontonagon, Michigan. The private pilot was fatally injured, and the airplane was destroyed. The airplane was owned by private individual and operated under Title 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. Day instrument meteorological conditions prevailed at the accident site. The cross-country flight to Ontonagon County Airport (OGM) departed Gogebic-Iron County Airport (IWD), near Ironwood, Michigan, about 1115.

According to the pilot's brother, the pilot intended to fly to OGM to meet some friends and go fishing on Lake Superior. The pilot's brother stated that the pilot had called him a couple hours before the flight to inquire if the recently installed engine had completed its break-in period and if there were any restrictions on its use. The pilot's brother noted that the engine had accumulated about 9.2 hours before the flight, and that the cylinders had already been broken-in and the engine's oil consumption had stabilized. The pilot's brother sent a text message to the pilot at 1115 concerning a "little bit of weather" north of his campsite located near Lake Gogebic. At 1118, the pilot replied, "wish I had ForeFlight" and that he had his Apple iPhone with him. The pilot's brother explained that the pilot did not have his own ForeFlight account, and that he had to log out of the application to allow the pilot to log onto the application using his Apple iPhone. At 1120, the pilot's brother texted the pilot the username and password for the ForeFlight application. The pilot's brother stated that he did not receive any additional text messages from the pilot during the flight.

According to track data downloaded from an automatic dependent surveillance-broadcast (ADS-B) device recovered at the accident site, at 1115 the airplane departed runway 27 at IWD and began a climbing right turn toward the east-northeast and the intended destination. At 1124, the airplane began a left turn from an easterly course toward north and entered a descent from 4,900 ft mean sea level (msl). A postaccident review of available weather radar data revealed that between 1127 and 1132 the airplane flew north toward Lake Superior and between two areas of moderate precipitation. At 1129, the airplane entered a right turn toward the southeast and continued to descend. Between 1132 and 1136 the airplane flew through a thunderstorm with moderate to heavy precipitation. The airplane's altitude was between 2,100 and 2,800 ft msl as it flew through the thunderstorm. After 1136, the airplane emerged from the thunderstorm on a southeast course. At 1136:45, the airplane briefly turned northeast before making a left 270° degree turn back to a southeast course. The airplane continued to the southeast, ahead of the depicted precipitation and thunderstorm. However, the weather radar was only able to detect precipitation at or above 6,000 ft msl in the vicinity of the accident site. According to the downloaded track data, the airplane flew at varying altitudes between 2,100 and 2,900 ft msl after it emerged from the thunderstorm.

At 1141:50, the airplane entered a right turn to a southwest course at 2,600 ft msl. At 1142:30, the airplane entered an increasingly tighter left turn. The airplane initially descended from 2,900 ft to 2,600 ft msl, then climbed back to 2,900 ft msl, which was immediately followed by a second descent that continued until the final track point. At 1143:04, the final track point was recorded about 240 ft east of the accident site at 1,562 ft msl (about 80 ft above the ground) and the airplane on a west heading.

A postaccident review of infrared satellite imagery indicated there was an overcast cloud ceiling above the accident site at the accident time. The cloud cover was cumuliform in nature and spreading southeastward. Ahead of the main cumulonimbus cloud line, there was an outflow boundary moving southeastward across the accident site location. The cloud cover was moving from northwest to southeast with multiple outflow boundaries present moving southward ahead of the main cumulonimbus cloud area. Based on infrared satellite imagery, the cloud-top heights were about 15,000 ft msl over the accident site. Additionally, there were two convective Significant Meteorological Information (SIGMET) advisories issued by the Aviation Weather Center (AWC) valid for the accident site at the accident time. The first convective SIGMET, issued at 0955 and valid through 1155, warned of an area of embedded thunderstorms moving southeast at 15 knots with thunderstorm tops reaching 41,000 ft msl. The second convective SIGMET, issued at 1055 and valid through 1255, warned of an area of embedded thunderstorms moving southeast at 15 knots with thunderstorm tops reaching 38,000 ft msl.

The airplane, a low-wing monoplane of aluminum construction, serial number 28-4453, was manufactured in 1967. The airplane was powered by a 180-horsepower, 4-cylinder, Lycoming O-360-A4A reciprocating engine, serial number RL-41681-36E. The engine provided thrust through a fixed-pitch, two-blade, Sensenich 76EM8S50-60 propeller, serial number 100867K. The four-seat airplane was equipped with a fixed tricycle landing gear and wing flaps. The airplane had a maximum allowable takeoff weight of 2,400 pounds. According to maintenance documentation, the last annual inspection was completed on July 14, 2019, at 7,508.4 total airframe hours. The airplane had accumulated 9.7 hours since the annual inspection and had a total service time of 7,518.1 hours when the accident occurred. The factory remanufactured engine had accumulated 9.7 hours since it was installed on the airplane during the last annual inspection.

According to FAA records, the 36-year-old pilot held a private pilot certificate with an airplane single-engine land rating. The pilot certificate was issued on October 9, 2017. His last aviation medical examination was on May 13, 2017, when he was issued a third-class medical certificate with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.

The pilot's flight history was established using his logbook. The final logbook entry was dated February 13, 2019, at which time he had 78.6 hours total flight time all of which had been flown in the accident airplane. As of the final logbook entry, the pilot had flown 49.5 hours as pilot-in-command, 8.0 hours at night, and 3.2 hours in simulated instrument conditions. According to the pilot's logbook, he had flown 3.7 and 1.6 hours during the previous 1 year and 6 months, respectively. The accident flight was about 0.5 hours and the only flight completed within the previous 90 days. The pilot's only flight review, as required by Title 14 CFR 61.56, was completed upon the issuance of his private pilot certificate.

The accident site was in a heavily forested area. A 140 ft long wreckage debris path preceded the main wreckage on a west heading. The entire airplane had fragmented during the impact with trees and terrain. There were several broken tree branches located along the wreckage debris path. All airframe structural components and flight control surfaces were located along the wreckage debris path or amongst the main wreckage. All observed structural component separations were consistent with overstress and there was no evidence of an inflight or postimpact fire. Flight control cable continuity could not be established due to impact damage; however, all observed separations were consistent with overstress or had been cut by first responders. The flap torque tube position was consistent with the wing flaps being fully retracted at impact. Both fuel tanks had ruptured during impact; however, uncontaminated 100-low lead aviation fuel was observed in the fuel selector, electric fuel pump, and carburetor bowl. The fuel selector valve was positioned to draw fuel from the left tank, and a functional test of the fuel shutoff valve did not reveal any anomalies. The firewall mounted gascolator had shattered during impact. The postaccident examination did not reveal any anomalies that would have precluded normal airplane operation during the flight.

The engine had partially separated from the firewall and remained attached by cables and fuel lines. The propeller had separated from crankshaft during impact. The propeller blades exhibited chordwise scratches and burnishing, S-shape spanwise bends, blade twist toward low-pitch, and minor leading edge damage. Internal engine and valve train continuity were confirmed as the crankshaft was rotated through the vacuum pump accessory drive gear. Compression and suction were noted on all four cylinders in conjunction with crankshaft rotation. The upper spark plugs were removed and exhibited features consistent with normal engine operation. A borescope inspection of each cylinder did not reveal any anomalies with the cylinders, pistons, valves, valve seats, or lower spark plugs. The right magneto remained attached to its installation point and provided spark on all posts when removed and rotated by hand. The left magneto was destroyed during impact. The oil pickup screen was free of metallic material. The carburetor had separated from the engine during impact. The carburetor bowl contained about 2 fluid ounces of fuel, and there was no evidence of water or particulate contamination. Disassembly of the carburetor did not reveal any anomalies with the single-piece venturi, accelerator pump, metal floats, or needle valve. The vacuum pump remained attached to the engine and functioned normally when removed and rotated by hand. The postaccident examination did not reveal any anomalies that would have precluded normal engine operation during the flight.

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