History of Flight
On May 14, 2010, at about 1400 Alaska daylight time, a tailwheel-equipped Piper PA-18-135 (registration N1123) sustained substantial damage when it struck a tree in-flight approximately 12 miles north of Willow, Alaska. The airplane was being operated by the pilot as a visual flight rules local flight under Title 14, CFR Part 91. The solo commercial pilot died as a result of the accident. The airplane had departed a private airport about 3 miles south of the accident site at about 1350. No flight plan or flight following procedures were in effect.
Witness Observations
A manager of a state-operated RV park near the accident site reported hearing an airplane approaching the park. He said airplanes frequently pass low over the river near the park. He walked outside and saw the airplane approaching from the south at low altitude over the river. When the airplane reached the southern perimeter of the park along the river's edge, it altered course and headed straight toward the office. The manager said he realized it was not going to clear a tree about 100 feet in front of his office. The airplane struck the tree with its left wing, then passed overhead and impacted in a wooded area behind the office. The manager reported that the engine sounded strong and the airplane appeared to be in level flight. He said the pilot may have been an acquaintance of the previous manager, who had said the pilot would occasionally "buzz" the office.
Injuries and Damage
The solo pilot died. The airplane received substantial damage to the wings and fuselage due to impact with trees and terrain.
Personnel Information
The 58-year-old pilot held commercial pilot and flight instructor certificates. His most recent FAA third-class medical certificate was issued on April 30, 2010, with no restrictions or limitations. His flight experience, as recorded on his last medical application, was over 7,000 total hours, with 10 hours in the preceding 6 months. No personal flight logbooks were found. Law enforcement records showed the pilot was convicted in 1994 for possession of an open alcoholic beverage in a vehicle and for driving while intoxicated, and again in 1996 for driving while intoxicated.
Aircraft Information
The accident airplane was a 1954 tailwheel-equipped, single-engine Piper PA-18. No airframe or engine logbooks were found; total time for engine and airframe is unknown. No evidence of the required annual aircraft inspection was discovered.
Meteorological Information
The closest weather reporting station was the automated weather station at Willow Airport, about 12 miles south. At 1355 ADT, the observation reported: wind variable at 5 knots, visibility 10 statute miles, scattered clouds at 5,000 feet, broken at 8,000 and 12,000 feet, altimeter 29.82 inches of mercury, temperature 48°F, dew point 39°F.
Wreckage and Impact Information
The accident site was on a broad flat expanse of tree-covered land adjacent to a large braided river system. The airplane had flown from the river and crossed a large RV parking area. It struck a single tree located between the parking area and the park administration building. The top 8 feet of the 50-foot tree were found in the parking lot, along with a piece of acrylic plastic from the windscreen. The airplane then impacted additional trees and terrain behind the building. All major components were present, and control continuity was established for all primary flight controls. The impact angle was determined to be 40-50 degrees nose-down. Both propeller blades were twisted and gouged. Fuel was present in the carburetor and tanks. No evidence of preimpact mechanical deficiencies was found. An open beer can was removed from the floor at the base of the pilot's seat.
Medical and Pathological Information
A postmortem examination attributed the pilot's death to multiple blunt force injuries of the head. Toxicological testing detected ethanol in the pilot's specimens: 106 mg/dL in blood, 117 mg/dL in urine, 90 mg/dL in muscle, and 121 mg/dL in vitreous. The blood ethanol level was equivalent to 0.106 percent. The NTSB medical officer reviewed the pilot's FAA medical records, which documented a history of driving while intoxicated in 1994 and 1996. The FAA had requested psychiatric and neuropsychological evaluations in 1996 after the pilot reported blood alcohol levels of 0.105 and 0.12 in the two incidents. The neuropsychologist noted the pilot had exercised less than optimal judgment with alcohol and motorized vehicles. The psychiatrist raised concern about two DWIs in two years. The FAA subsequently certified the pilot without further follow-up. The autopsy noted the presence of moderately severe fatty liver. The pilot's most recent medical application dated April 30, 2010, reported the previous alcohol-related arrests and convictions.
Additional Information
Due to the pilot's alcohol-related incidents, the FAA's Civil Aviation Security Division began an evaluation of the pilot's fitness for a medical certificate in July 1996. The pilot submitted psychological evaluations and was determined eligible in October 1996. In 2003, the FAA questioned whether the pilot had disclosed all relevant events on a medical application but after review determined he was eligible. FAA regulations prohibit crew members from acting within 8 hours of consuming alcohol, while under the influence, or with a blood alcohol level of 0.04 percent or more.