HISTORY OF FLIGHT On December 30, 1997, at an unknown time, a Piper PA-11, N5532H, was destroyed after colliding with terrain near White Hills, Arizona. The pilot received fatal injuries. Visual meteorological conditions prevailed for the personal flight and no flight plan was filed. The pilot departed the private Triangle Airpark about 0800 hours mountain standard time for a local area flight. When he failed to return by 1500, a relative departed in another aircraft to search for him. Subsequently, the wreckage was located about 3 miles southeast of Triangle Airpark. PERSONNEL INFORMATION The private pilot's logbook was not recovered. According to Federal Aviation Administration (FAA) records, the pilot reported a total flight time of 230 hours at his last third-class flight physical. AIRCRAFT INFORMATION The aircraft and engine records were not recovered. The Federal Aviation Administration (FAA) aircraft records branch was contacted for information on the airplane. According to a major repair and alteration Form 337, dated February 26, 1992, the airplane was approved for the use of automobile gasoline. The approval was by FAA supplemental type certificates (STC) STC-SE2031CE and STC-SA2080CE. The maintenance technician who performed the last annual inspection and Form 337 was contacted. He stated that he had not seen the aircraft since February 26, 1992. On January 8, 1998, a postaccident examination of the airframe and engine was conducted with parties from Piper Aircraft Company and Continental Motors. Examination of the fuel system revealed evidence of deteoriation to the Mil-6000 hose in the fuel system and the vent lines with some blockage and restriction. The fuel gascolator bowl retained some rubber particles and a rust colored water line in the bowl. WRECKAGE AND IMPACT INFORMATION The Safety Board examined the wreckage on site, which was located in semi-level brush covered desert terrain. The aircraft was at rest on a heading of 210 degrees magnetic. Instrument readings noted were: airspeed 112 mph; recording tachometer 861.16 hours; the magneto switches were both on; non-sensitive altimeter 8,100 feet; and the emergency locator beacon (ELT) battery date was December 1993. The ELT switch was found in the off position. One of the rescuers at the accident site vaguely remembered someone turning the switch off. The entire airplane was accounted for at the impact site. The airplane crush line at the nose section was measured at 45 degrees. Both landing gear assemblies were bent symmetrically aft. The airplane was intact with all control surfaces in position. The horizontal stabilizer trim jackscrew was measured full nose down trim with no signs of cable pull. Control cable continuity was established throughout. An unquantified amount of fuel was present in the left wing fuel tank. Fuel saturation of the soil was present at the engine area and outboard of the left wing about midspan. The wing fuel tank cap was installed with a forward facing ram air vent. The propeller was found in a vertical position with the 6 o'clock blade bent down and under the engine. That blade exhibited some chordwise striations and aft bending. The aircraft was being operated without the front seat. Both rear seat belt attach points (.090 steel wire around 4130 steel tubing) had separated. No shoulder harness was installed. There were an estimated 15 pounds of various items located in the baggage compartment. MEDICAL AND PATHOLOGICAL INFORMATION On December 31, 1997, the Mohave County Medical Examiner performed an autopsy on the pilot. The FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma, reported the toxicological analysis was negative for carbon monoxide, cyanide, ethanol, and drugs. ADDITIONAL INFORMATION On February 13, 1998, the wreckage was released the pilot's widow.