Accident Overview
On August 1, 2008, about 1906 Alaska daylight time (ADT), a Cessna T210 airplane, N59214, sustained substantial damage when it ditched in the ocean following a complete loss of engine power, approximately 5.4 miles west-northwest of Ketchikan, Alaska. The airplane was being operated as an instrument flight rules (IFR) cross-country personal flight under Title 14, CFR Part 91. The private certificated pilot was not injured; the sole passenger received minor injuries due to hypothermia. Instrument meteorological conditions prevailed for the en route portion of the flight, but visual conditions prevailed at the Ketchikan International Airport. An IFR flight plan was filed for the flight, which departed Bellingham, Washington, about 1530 Pacific daylight time (1430 ADT).
Flight and Communications
According to FAA personnel and a review of air-to-ground communications, the pilot contacted the FAA's Air Route Traffic Control Center (ARTCC) about 34 miles south of the Annette Island VOR. The pilot requested a descent from 12,000 feet to 4,000 feet, but the ARTCC controller stated the lowest altitude available in that area was 8,000 feet direct to the Annette Island VOR. The pilot requested a visual approach to runway 29 and commented that 8,000 feet would put him in IMC, but he acknowledged the clearance.
The ARTCC controller then conferred with the Ketchikan Flight Service Station (FSS) about a visual approach from the south to runway 29. The FSS specialist reported mountain tops at the south end of Annette Island obscured by clouds and suggested the ILS or RNAV GPS approach to runway 11.
The ARTCC controller then told the pilot the lowest altitude was 7,000 feet until Annette Island, then 6,500 feet after the VOR. The pilot elected to make the ILS DME approach to runway 11 at Ketchikan with a circle to land on runway 29. He was cleared for the ILS DME-1 approach about 1814.
Approach and Missed Approach
The ILS DME-1 approach to runway 11 has an initial approach fix on the 295° radial from Annette Island at 35 DME, maintaining a 35 DME arc until joining the inbound course on a 109° heading. The arc does not have a procedure turn. A second option is to join the outbound localizer on a 289° heading with a procedure turn at 17 DME. A third option is to proceed to the initial approach fix at DOOZI, 40 DME from Annette Island.
The ARTCC controller inquired about the pilot's plans. The pilot initially expected to go to DOOZI, then expressed uncertainty. The controller suggested using the 295 radial for the arc. The pilot acknowledged.
As the airplane neared the ILS localizer, ARTCC advised the pilot to contact Ketchikan FSS at 1843. The pilot said he was on the ILS approach, about 30 seconds from turning final, 17 miles from the airport. The FSS specialist advised reporting the 11 DME fix.
About 1846, ARTCC noticed the airplane did not turn onto the localizer and was continuing away from the airport. The FSS specialist contacted the pilot, who said he must have gone through the localizer and inquired about radar coverage. The FSS specialist advised immediate missed approach, stating "there's mountains in these clouds." An unidentified voice was heard saying "burning up fuel that we don't really have." The specialist told the pilot to switch back to ARTCC and climb to 7,000 feet. The pilot acknowledged and stated he was at 7,300 feet.
The pilot did not contact ARTCC. About 1850, the FSS specialist advised the pilot to maintain 6,500 feet and contact ARTCC. The pilot stated he was below the clouds and would watch for mountains. The specialist confirmed VFR conditions and asked if he wanted to cancel IFR, to which the pilot affirmed.
Loss of Engine Power and Ditching
The FSS specialist asked about the pilot's location. The pilot replied "not really" but would check GPS. Multiple calls followed with no response. At 1855, ARTCC reported last radar contact about 30 miles on the 280° radial from Ketchikan, headed toward the airport.
The FSS specialist continued attempts to contact the pilot. About 1856, he asked float-equipped airplane N08Q to assist. The accident pilot's transmissions were broken and garbled; N08Q relayed that the accident pilot was 27 DME west, inbound on a 093° heading toward the airport. The FSS asked several float-equipped airplanes to search.
About 1859, the pilot reported level at 3,000 feet over water, low on fuel. About 1902, the pilot said the engine stopped. He reported 16.3 miles from the airport, having switched from the right to left fuel tank, which was "flat." He reported at 3,400 feet but said "it does not look good, I think we are going to lose it." He then reported on a 080° heading at 15.1 miles, desired GPS track 093° to the airport.
The pilot reported civilization in sight about 6–7 miles ahead. He continued toward the airport but said he was probably too low to clear a peninsula. He then reported at 1,000 feet and would call if the engine quit.
At 1906, the pilot reported 7.5 miles from the airport, turned to 060° to avoid islands, saw civilization and smoke ahead, and said "going in."
About 1909, the pilot of N08Q spotted the accident airplane near Vallenar Point, north end of Gravina Island, nose down in water, and landed to assist. About 1911, N08Q saw two persons swimming to shore. He recovered the pilot and passenger and flew to Ketchikan where they were met by an ambulance. The airplane subsequently sank in about 50 feet of water.
Pilot's Account
During a telephone conversation with the NTSB investigator-in-charge on August 5, the pilot reported requesting the fuel vendor at Bellingham Airport to fill the tanks and receiving a weather briefing from Seattle AFSS. He stated headwinds were greater than expected and the cloud ceiling at Ketchikan lower than expected. He also noted the fuel vendor may not have completely filled the tanks to maximum capacity.
The pilot reported a fuel capacity of 90 gallons, typical burn of 16–17 gallons per hour, cruise altitude 12,000 feet, total flight time 4 hours 15 minutes, and ground speed as low as 143 knots (usual 160 knots). During the approach, the autopilot coupled to the GPS failed to capture the localizer, causing the airplane to fly through it. He descended into visual conditions and flew toward the airport, but the engine lost power. He selected a water landing spot.
In the Pilot/Operator Aircraft Accident Report, the pilot estimated 82–84 gallons of fuel before departure. He stated he would visually check fuel topping in the future. He noted no mechanical malfunction or failure.
Aircraft Performance Data
The straight-line distance between Bellingham and Ketchikan is approximately 521 nautical miles. According to the Pilot's Operating Handbook, at 12,000 feet in no-wind conditions with a 45-minute reserve:
- At 65% power: range ~890 NM, speed ~168 knots, endurance ~5.5 hours, fuel consumption ~14.2 GPH.
- At 70% power: range ~860 NM, speed ~173 knots, endurance ~5.1 hours, fuel consumption ~15.5 GPH.
At 168 knots, the distance would be covered in about 3 hours 8 minutes; at 143 knots, about 3 hours 38 minutes. Using the pilot's reported speed of 143 knots and fuel consumption of 16.5 GPH, the airplane would consume 90 gallons in about 5 hours 27 minutes.
Weather Data
The area forecast for southern Southeast Alaska, issued at 1145 and valid until 2400, indicated high pressure ridge, AIRMET Sierra for mountain obscuration, clouds 2,500 scattered, 4,500 broken with layers above, tops 20,000 feet. Winds aloft forecast for 12,000 feet (valid 1300–2200) included: Vancouver 310° true at 10 knots; Seattle 250° at 30; Port Hardy 330° at 15; Sandspit 320° at 15; Annette Island 330° at 15.
Ketchikan terminal forecast (valid 1600 Aug 1 to 1600 Aug 2): wind 330° at 6 knots, visibility >6 SM, clouds 4,000 broken, 6,000 overcast. At 1853, a METAR at Ketchikan reported wind 350° at 5 knots, visibility 10 SM, few clouds at 2,500, broken at 3,500, overcast at 4,500, temperature 57°F, dew point 52°F, altimeter 30.01 inHg, remarks: rain began and ended between 15 and 26 minutes past the hour, harbor wind 280° at 10 knots.