History of Flight
On June 6, 2008, about 1910 Alaska daylight time, a tundra tire-equipped Piper PA-18 airplane, N897SP, was destroyed by impact and a postimpact fire when it collided with a gravel and mud-covered tidal beach about 17 miles south of Quinhagak, Alaska. The airplane was being operated as a visual flight rules (VFR) personal flight under 14 Code of Federal Regulations Part 91. The solo commercial pilot died at the scene. Visual meteorological conditions prevailed, and no flight plan was filed.
The accident airplane was one of two airplanes flying from Iliamna to Nome, Alaska, with an en route fuel stop in Dillingham. Both airplanes departed Dillingham about 1618. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on June 10, an Alaska State Trooper reported that while conducting an aerial search for a missing person near Quinhagak, he noticed a large plume of black smoke rising from an area south of Quinhagak. The trooper flew towards the source and saw the burning wreckage of an airplane on the beach, with a second Piper Super Cub parked adjacent. He saw one person walking from the burning wreckage to the parked Super Cub. The trooper was unable to land due to high winds but eventually spoke with the pilot of the second airplane via radio.
The second pilot reported that the accident airplane had crashed while flying northbound along the beach, and that the pilot was deceased. The trooper instructed the second pilot not to leave the scene and that help was on the way. After climbing to altitude to make a radio call, the trooper returned to find the second airplane gone and could not contact the second pilot.
On June 7, about 2300, the pilot of the second airplane contacted the NTSB IIC via satellite telephone. He reported that just before the accident, the two airplanes were northbound along the beach at an altitude of approximately 100 feet agl. The accident airplane was at his 10 o'clock position when the accident pilot radioed that he saw what he thought was a whale vertebra on the beach and was going to take a look. The accident airplane began circling over the site; during the second 360-degree turn, the right wing stalled, and the airplane descended to the ground in a nose-down attitude. It collided with the tidal beach in a near-vertical attitude, and a postcrash fire started immediately after impact. The pilot added that at the time, strong westerly winds were between 25 and 30 knots.
Personnel Information
The pilot held a commercial pilot certificate with airplane single-engine land and single-engine sea ratings. His most recent second-class medical certificate was issued on March 7, 2007, with no limitations. No personal flight records were located; aeronautical experience from FAA records indicated about 500 hours total time, with 40 hours in the previous 6 months.
Aircraft Information
No aircraft maintenance records were located for the accident airplane. Family members presumed the airframe and engine logbooks were on board. Copies of the most recent annual inspection, dated March 14, 2008, were obtained. At that time, the airframe had 1,777.8 hours total time, and the engine had 694.9 hours since installation.
Meteorological Information
The closest official weather observation station, Cape Newenham, about 50 miles south, reported at 1919: wind 300 degrees at 13 knots; visibility 10 statute miles; clouds and ceiling 400 feet few; temperature 39°F; dew point 34°F; altimeter 30.04 inHg. At the accident site, strong westerly winds of 25 to 30 knots were reported.
Communications
After departing Dillingham, no communications with the pilot were reported other than air-to-air communications between the two airplanes.
Wreckage and Impact Information
The NTSB IIC and an FAA airworthiness inspector traveled to the accident site on June 7. The incinerated wreckage had been subjected to numerous tide cycles and was partially submerged, limiting examination. All major components were found at the main wreckage site. The wreckage was in a nose-down attitude on mud and gravel, oriented on a 230-degree magnetic heading. Except for the tubular fuselage frame and about 5 feet of the outboard right wing, the airplane was consumed by fire.
Photos taken before the first tide cycle showed both wings with significant spanwise leading edge aft crushing. The outboard half of the left wing had more crushing along the lower edge. A 1-inch deep depression in the gravel extended from the right wing tip about 2 feet inboard, matching the wing's leading edge. Both wing lift strut assemblies remained attached. Small paint chips and windshield fragments were on the ground. Both wing fuel tanks were ruptured and partially consumed by fire. The inboard wings and cockpit area were incinerated.
The aft tail assembly and empennage remained attached; the tubular structure was melted and twisted downward. The vertical stabilizer, elevator, and rudder sustained fire damage but remained attached. Flight control surfaces remained connected to their attach points; due to damage and tidal activity, continuity of flight control cables could not be established. The instrument panel was destroyed by fire.
The engine assembly was buried in mud and gravel and could not be inspected at the site. On July 24, a follow-up examination in Wasilla, Alaska, revealed the engine sustained fire and impact damage. Both propeller blades remained attached and had extensive leading edge destruction, "S" bending, torsional twisting, and aft bending of about 30 degrees. No evidence of preimpact mechanical malfunction was found.
Medical and Pathological Information
A postmortem examination conducted on June 9, 2008, attributed the pilot's cause of death to multiple impact injuries and fire. A toxicological examination was negative for drugs or alcohol.
Fire
A postcrash fire incinerated most of the airplane.
Wreckage Release
The wreckage was released to the owner's representatives on June 6, 2008. The Safety Board retained no parts or components.