History of Flight
On January 5, 2008, at about 1343 Alaska standard time, a twin-engine Piper PA-31-350 airplane, registration N509FN, collided with ocean water after a loss of control shortly after takeoff from Runway 36 at Kodiak Airport, Alaska. The airplane was operated by Servant Air, Inc., as a visual flight rules on-demand charter flight under Title 14 Code of Federal Regulations Part 135. Of the ten people aboard, the airline transport pilot and five passengers died at the scene, three passengers sustained serious injuries, and one passenger sustained minor injuries. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The flight was en route to Homer, Alaska.
A passenger seated in the third row on the right side stated that shortly after becoming airborne, he saw the nose baggage door open slightly, which initially startled the pilot. While the airplane was still over the departure end of the runway, the pilot initiated a shallow right turn, presumably to return to the airport. As the right turn began, the baggage door swung fully open and remained in that position. The airplane then rolled sharply to the right and began a rapid, nose- and right-wing-low descent, colliding with the water. The fuselage fragmented, and the airplane sank shortly after impact.
The contract Air Traffic Control Tower specialist on duty reported that the airplane departed from Runway 36 and became airborne about midway along the 5,013-foot runway. As the airplane climbed approaching the departure end, the pilot calmly stated that he needed to return to the airport but gave no reason. As the airplane began a right turn, it rolled steeply to the right and descended nose-low into the water. The ATCT specialist alerted airport fire rescue and contacted the U.S. Coast Guard Air Station Kodiak.
A pilot of a float-equipped de Havilland DHC-2 Beaver, who overheard the radio conversations, offered assistance. He landed near the partially submerged wreckage and rescued four severely hypothermic passengers, taking them to the Kodiak boat harbor.
Pilot and Company Information
The pilot held an airline transport pilot certificate with multiengine land, sea, and helicopter ratings, and a flight instructor certificate. His most recent first-class medical certificate was issued August 7, 2007, with no limitations. According to the operator's report, the pilot had 9,437 total flight hours, including 400 in the accident airplane make and model. The company hired the pilot on June 1, 2004. Before that, he was a full-time helicopter pilot for the U.S. Coast Guard.
Servant Air was an FAR Part 135 air carrier with scheduled commuter and on-demand operations. The company's facilities were in Kodiak and Anchorage. A review of its FAA-approved training program revealed no specific training concerning the proper operation of the nose baggage door, and no emergency procedures for an inadvertent opening.
Aircraft Information
The airplane was equipped with two Lycoming TIO-540-J2B engines rated at 350 horsepower each. Its maximum gross weight had been modified to 7,368 pounds; the load manifest showed a gross weight of 7,221 pounds, 147 pounds below the maximum. The airplane was not equipped with a cockpit voice recorder or flight data recorder. The most recent 100-hour inspection was completed on December 18, 2007, and the last annual inspection on August 15, 2007.
Nose Baggage Door Examination
Postaccident examination revealed that the nose baggage door's original equipment key lock had been replaced with a thumb-latching device that did not use a removable key. Additionally, a 6-inch aluminum fabricated fastening device was mounted on the lower portion of the door, which was severely distorted. The door's plastic guard covering the locking mechanism components was missing. The painted surface of the latch tube assembly had chipped paint and areas of corrosion and rust.
The door handle was found in the closed position, and both forward and aft latching arms were extended. The lock cam assembly was partially engaged into the handle slot. The airplane was not equipped with a secondary external latch (commonly known as a Peebles Latch) that would serve as a backup if the main latch failed.
Wreckage and Impact
The airplane's fragmented wreckage sank in shallow tidal waters of Chiniak Bay about 200 yards offshore, approximately 30 degrees to the right of the Runway 36 centerline. Substantial damage occurred during impact and recovery. The landing gear was extended. The right wing remained partially attached by cables; the left wing was torn from its attachment points. Both engines were disassembled and inspected, revealing no preaccident mechanical anomalies.
Survival Aspects
The air temperature at the time was about 25 °F, and the water temperature about 34 °F. U.S. Coast Guard survivability data indicated that in 32-degree water, loss of useful consciousness occurs within about 30 minutes. The operator reported the airplane was equipped with personal flotation equipment, but passengers were not required to wear it during the flight.
Medical Information
A postmortem examination of the pilot attributed cause of death to blunt force traumatic injuries. Toxicological tests were negative for alcohol or illicit drugs; an unspecified amount of ibuprofen was detected.
Rescue Efforts
At 1343, emergency notification was made via the direct-dial crash phone. Rescue personnel from multiple agencies responded but could not reach the accident site. The Coast Guard dispatched an HH-60J helicopter and a small boat. Rescue swimmers freed one victim from the submerged wreckage, but attempts to revive that person were unsuccessful. The pilot and four passengers remained in the submerged wreckage and had sustained fatal injuries. The four surviving passengers had been rescued earlier by the float-equipped DHC-2.