On October 1, 2017 a Cirrus SR22 crashed in the Southern Oregon Cascades en-route from Klamath Falls Ore. to Medford Ore. The aircraft was piloted by Juan Canopii. Canopii and his wife Chantal died in the crash. Below is the National Transportation and Safety Board's report on the crash. Canopii was a Master Sargent with Kingsley Field as well as an actor and comedian.
A statement from Kingsley Field on the passing of Canopii can be read here (https://kfne.ws/2yiRjqm)
NTSB Identification: WPR18FA001
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 01, 2017 in Klamath Falls, OR
Aircraft: CIRRUS DESIGN CORP SR22, registration: N6083D
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On October 1, 2017, about 1043 Pacific daylight time, a Cirrus Design Corp SR22, N6083D, was destroyed after impacting terrain while maneuvering at a low altitude in a remote mountainous area about 24 nautical miles west-northwest of Klamath Falls, Oregon. The private pilot and the sole passenger received fatal injuries. The airplane was registered to Cascade Forestry Inc., Gold Hill, Oregon. Instrument meteorological conditions were reported in the area at the time of the accident. The personal cross-country flight was being operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight departed Crater Lake-Klamath Regional Airport (LMT), Klamath Falls, Oregon, at about 1030, with the destination being Rouge Valley International-Medford Airport (MFR), Medford, Oregon.
In a postaccident interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), a local Oregon State Trooper, who was conducting fish and wildlife surveillance in the area at the time of the accident, reported hearing the airplane pass overhead near his location. The trooper stated that the airplane was on a westerly heading at a very low altitude, in the clouds, "the engine was screaming," and that the clouds at the time were at tree-top level. The trooper further reported that as the airplane passed over his position it started a turn to the left, and continued to turn left with the "engine still screaming." This was followed shortly by the sound of a crash. The trooper opined that he and another trooper began searching for the downed airplane, however, by this time the clouds were at ground level, which hindered the ability to locate the airplane. The airplane was subsequently located the following morning on a ridge populated by thick tree growth and other vegetation.
In a postaccident interview with the NTSB IIC, an acquaintance of the accident pilot reported that he had spoken with the pilot at LMT prior to his departure for MFR on the morning of the accident. The acquaintance, who is a retired US Air Force F-15 pilot, stated that he had pointed out the clouds to the west, which were in the same direction that the accident pilot would be taking to MFR. The pilot replied that if he needed to, he would climb above the clouds and look for a hole to get down through. If he could not find a hole, then he would return to LMT.
On October 3rd and 4th, representatives from the NTSB, the Federal Aviation Administration, Continental Motors, Inc., and Cirrus Aircraft surveyed the accident site. The airplane had initially impacted a 40-foot tall tree at about the 25-foot level on a northeast heading, then impacted the base of a second tree. It then continued northeast on about a 15° downslope before coming to rest about 100 ft. from the initial impact point. The airplane was highly fragmented during the accident sequence.
All airplane flight control surfaces were accounted for at the accident site. The airplane's parachute system was observed to have separated from its secured location by impact forces, and was unfurled and located about 40 ft. northeast of the main wreckage and in line with the linear debris path; the parachute rocket motor had not discharged. There was no postcrash fire. The wreckage was recovered from the accident site to a secured storage facility for further examination.
At 1053, the weather reporting facility at LMT, located about 24 nm east-southeast of the accident site, reported wind 310° at 9 knots (kts), gusts to 16 kts, visibility 10 miles, overcast clouds at 4,500 ft., temperature 11° C, dew point -01° C, and an altimeter setting of 30.14 inches of mercury.
At 1053, the weather reporting facility at MFR, located about 27 nm west-southwest of the accident site reported wind calm, visibility 10 miles, scattered clouds at 3,400 ft., broken clouds at 6,000 ft., temperature 14° C, dew point 6° C. and an altimeter setting of 30.19 inches of mercury.