History of Flight
On October 10, 2009, at approximately 1300 Pacific daylight time, a Taylorcraft BC12-D1, registration N44362, departed Harvey Field in Snohomish, Washington, for an undetermined location. The sport pilot did not return that evening for a planned family activity around 1830, prompting a report of an overdue/missing pilot. The Washington State Department of Transportation Search and Rescue Unit organized a search lasting about 10 days, but neither the airplane nor the pilot was found. Nearly seven months later, on April 30, 2010, two individuals picking salal on the densely forested Skokomish Tribal Reservation discovered the substantially damaged wreckage and the pilot's remains. The crash site was located about 1.3 miles northwest of Skokomish, Washington. The airplane was registered to the pilot and operated under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The pilot did not disclose his planned destination. The aircraft was not equipped with an emergency locator transmitter (ELT).
Initially, the search focused near Snohomish, Arlington, and Darrington, as acquaintances believed the pilot was limiting his flying to that area while accumulating hours on a used engine recently installed. About four days into the search, a witness in Westport, Washington, reported speaking with the pilot of N44362 at Westport Airport (14S) on the afternoon of October 10. The witness observed a Taylorcraft land, and after the pilot taxied, they chatted for about 30 minutes, primarily about homebuilt airplanes. The pilot introduced himself by name and mentioned plans to walk into town (about one mile) to meet another pilot whose airplane was on the ramp. The witness did not speak with the pilot again but noticed the Taylorcraft take off between 1600 and 1700 heading northwest toward Hoquiam, Washington.
Based on this information, search and rescue personnel sought radar coverage data for the area between Harvey Field and Westport and redirected the search along that route. The effort was eventually terminated without success. After the airplane was located by the salal pickers, the crash site was determined to be about 1.5 miles southeast of a direct line between Westport and Snohomish.
Personnel Information
The 51-year-old sport pilot held a certificate for single-engine land airplanes and was not required to possess an FAA airman's medical certificate. Review of his pilot logbook, which had no entries after August 23, 2009, and discussions with individuals familiar with his post-engine-installation activities, led the NTSB investigator-in-charge (IIC) to estimate his total flight time at about 180 hours, with approximately 140 hours in the same make and model as the accident airplane.
Aircraft Information
The airplane was a fixed-wing, single-engine 1946 Taylorcraft BC12-D1, serial number 10162. Its last annual inspection was signed off on October 4, 2009. It was operated as a Light Sport Aircraft (LSA) and lacked an electrical system, transponder, and ELT. Although the electrical system and transponder were not required, Federal Aviation Regulation 91.207 mandates a two-seat LSA to have an ELT meeting Technical Standard Order C-91/C-91a. The engine was a Continental Motors A65-8 rated at 65 brake horsepower, removed from another airplane on December 7, 2008 (for an upgrade to 75 horsepower) and installed on N44362 on October 4, 2009, instead of overhauling the old engine due to cost. The standard fuel system included a 12-gallon fuselage tank and a 6-gallon auxiliary tank in the right wing (17 usable gallons). Refueling records indicate that at about 1255 on the accident day, the pilot added 12.05 gallons of 100LL aviation fuel from a self-serve pump. The total fuel onboard after refueling could not be determined.
Meteorological Information
At 1653, the surface aviation weather report for Hoquiam, Washington (about 43 miles southwest of the accident site), reported winds from 030 degrees at 8 knots; visibility 10 statute miles; few clouds at 7,000 feet; temperature 15°C; dew point 2°C; altimeter 30.03 inHg. The 1653 METAR for Shelton, Washington (about 7 miles southeast), reported winds from 060 degrees at 3 knots; visibility 10 statute miles; overcast ceiling at 7,500 feet; temperature 13°C; dew point -2°C; altimeter 30.04 inHg. The 1655 METAR for Bremerton, Washington (about 22 miles northeast), reported winds from 030 degrees at 4 knots; visibility 10 statute miles; scattered clouds at 6,500 feet; overcast ceiling at 8,000 feet; temperature 12°C; dew point -2°C; altimeter 30.09 inHg.
Wreckage and Impact Information
The wreckage site was in dense coniferous forest near the top of a nearly flat north-south ridge, about 1.5 miles west of Skokomish, Washington, at an altitude of 560 feet above sea level. Terrain along the ridge top varied between 560 and 580 feet. The entire aircraft structure, except the outboard four feet of the left wing, was located at 47°20.405'N, 123°11.057'W. The left wing outboard section was about 115 feet south of the main wreckage and about 30 feet north of two tall trees (approximately 80 feet) that had broken tops. About eight smaller trees were snapped along the path from the left wing tip to the main wreckage. During recovery, two cleanly severed tree trunks about 8 inches in diameter were found, one halfway between the first tree contact and the main wreckage, and the other about 10 feet beyond the main wreckage. Both had smooth cuts with silver-gray discoloration.
The fuselage came to rest inverted in dense underbrush below the forest canopy, with both wings and lift struts folded back along the sides. Wing damage was consistent with multiple tree impacts: severely torn, crushed, twisted, and wood spars fractured in several places. The severed left wing outboard portion was in three pieces: the outboard half of the aileron (slightly crushed but intact), the wingtip (crushed aft about 10 inches but intact), and the wing structure (crushed, torn, and splintered beyond recognition).
The fuselage structure, except for significant oxidation and rusting of ferrous parts due to exposure, was only slightly damaged. Notable damage included bending of tubing across the top of the cabin and a 20-degree bend in the longerons just forward of the empennage. The empennage was undamaged. Rudder, elevator, and elevator trim control continuity and correct movement direction were confirmed from the cockpit to the empennage. Aileron cable continuity was established, but no movement test was possible due to extensive wing damage. The auxiliary fuel tank, empty and ruptured, had been torn from the wing. The auxiliary fuel valve was off; the main fuel selector was on. The throttle was about 1.5 inches aft of maximum power with the knob shaft bent upward at the locking nut. The primer was fully in and locked. The ignition key, bent sharply to the right about 45 degrees, was in the left magneto position.
The engine remained attached to its mounts, with an intact crankcase and all four cylinders attached. The number three cylinder head (right front) had impact damage including separation of the intake manifold and rocker cover. The carburetor was undamaged and still attached. Both magnetos had broken away from the accessory section but remained connected to spark plug leads. The metal propeller remained attached to the crankshaft, with both blades lying horizontally on soft terrain. Neither blade had cut into the ground, and there were no leading-edge indentations or scratches consistent with rotation at impact. The outboard 8 inches of both blades were significantly deformed. One tip showed burnishing of paint up to half an inch aft of the leading edge, compressed inward, and bent back at about 40 degrees. The other tip was folded back 45 degrees, then curved forward 180 degrees, with the outermost 2 inches bent aft about 45 degrees. This tip had significant burnishing through paint and primer, exposing bare aluminum about 2 inches aft of the leading edge.
After onsite inspection, the wreckage was moved to AvTech Aviation Services in Maple Valley, Washington, for further examination. The IIC performed a full engine teardown including continuity checks, inspection of spark plugs, cylinders, pistons, accessory section, crankcase halves, crankshaft, camshaft, and connecting rods. The oil filter screen, carburetor, and magnetos were inspected. The left magneto failed to produce spark initially. The teardown revealed no oil contamination, lack of lubrication, or unusual wear. Except for the left magneto failure, no anomalies or malfunctions that would prevent full rated horsepower were observed.
The left magneto was taken to Aircraft Magneto Service in Bainbridge Island, Washington. Disassembly and inspection revealed abnormal oxidation on the points, likely from exposure to rain and elements during the seven months the wreckage remained undetected. After cleaning the oxidation, the magneto produced strong spark on all leads through full operating speed on the test bench.
Medical and Pathological Information
A forensic pathologist, under the direction of the Mason County Coroner, performed an autopsy. The cause of death was determined to be multiple blunt force injuries to the torso and right lower extremity. The manner of death was accidental. Due to the time elapsed between the crash and discovery, no reliable specimens were available for FAA toxicology testing.
Additional Information
The IIC overlaid a straight-line direct route between Westport and Snohomish on a satellite image. The direct line distance was 117 statute miles, and the accident site was just short of the halfway point. Based on Boeing Museum of Flight data, a 1946 Taylorcraft BC12-D1 with an approved metal propeller and Continental A65-8 engine typically cruises at 90–95 mph and burns 4.5–5 gallons per hour. A direct flight between Snohomish and Westport would take 1.2–1.3 hours and consume 5.4–6.5 gallons. Assuming the higher fuel burn and slower speed, a flight from Snohomish to Westport and halfway back would consume about 9.8 gallons. Official sunset on the accident day was 1830, 1.5 to 2.5 hours after the witness saw the Taylorcraft depart Westport.