History of Flight
On July 23, 2010, about 0727 Alaska daylight time, a float-equipped de Havilland DHC-2 (Beaver) airplane, N9290Z, sustained substantial damage during a collision with tree-covered terrain about 5 miles north-northwest of Ketchikan, Alaska. The airplane was operated as a visual flight rules (VFR) on-demand air taxi flight under 14 CFR Part 135. Owned by Radial Power Enterprises LLC and operated by Pacific Airways, Inc., Ketchikan, the flight was returning to the operator's base at Ketchikan Harbor Seaplane Base. The certificated commercial pilot, the sole occupant, sustained fatal injuries. Instrument meteorological conditions were reported in the area, and company flight following procedures were in effect.
The operator's dispatcher reported that the flight departed Ketchikan at 0630 for a round trip to Throne Bay, about 35 miles northwest, to transport baggage and boxes of frozen fish. At 0710, the pilot announced his inbound position near Ship Island with 640 pounds of cargo. The dispatcher used the company's CRABS system to verify the position. About 0725, the airplane entered a holding pattern about 5 miles north of Ketchikan in Ward Cove, then disappeared from the display. Contact could not be reestablished.
At 0721, the pilot radioed the Ketchikan Flight Service Station (FSS), advised he was inbound for landing. The FSS specialist reported current weather below basic VFR and asked his intentions. The pilot requested a Special VFR clearance. The specialist instructed him to remain clear of the airport surface due to departing traffic and hold in Ward Cove. At 0725, the specialist verified the pilot was holding over Ward Cove in a left-hand pattern. At 0729, the specialist attempted to issue the clearance but could not contact the pilot.
A witness on a dock in Ward Cove, about one-half mile southeast of the accident site, heard a low-flying airplane. He saw it pass low over the treetops, turn sharply left, then fly northwest toward the mouth of the cove. Weather conditions included low clouds, rain, and strong southeasterly gusty winds estimated at 30 to 40 knots. He observed the airplane's wings rock violently side-to-side and pitch up and down. As it passed low over hilly, tree-covered terrain, it rolled to the right, and the right wing struck a large tree. The wing separated, the airplane rolled inverted, and descended behind trees. Engine speed increased significantly, followed by the sound of impact. The witness reported the accident to 911 at 0727.
A search by the U.S. Coast Guard, Alaska State Troopers, and Ketchikan Fire Department discovered the inverted wreckage in a grass-covered meadow surrounded by trees.
Pilot Information
The 38-year-old pilot held a commercial pilot certificate with airplane single-engine land, multiengine land, single-engine sea, and instrument airplane ratings. His most recent second-class medical certificate was issued December 23, 2009, with no limitations. Total aeronautical experience was 5,300 hours, with 4,500 hours in the accident make and model. In the preceding 90 and 30 days, he flew 97 and 25 hours. His typically scheduled duty day was 0545 to 1945. He was off duty July 20, flew 3.7 hours on July 21, and 2.6 hours on July 22. On July 23, his duty day started at 0600; the accident flight was his first that day.
Aircraft Information
The airplane had 21,065.0 total flight hours. The last inspection was a 100-hour inspection on July 21, 2010, about 4 flight hours before the accident. It was equipped with Edo 4930 floats.
Meteorological Information
The closest weather reporting facility was Ketchikan International Airport, 5 miles south-southeast. At 0743, a weather observation reported wind 140 degrees true at 17 knots, gusting to 26 knots; visibility 2 statute miles with light rain and mist; clouds few at 800 feet, broken at 1,300 feet, overcast at 2,300 feet. Remarks noted a peak wind of 130 degrees at 26 knots at 0741. Pilots in the area reported strong southeasterly wind between 30 and 40 knots with significant downdraft and turbulence. Metlakatla, 20 miles south-southeast, reported at 0736 wind 160 degrees at 11 knots gusting to 22 knots, visibility 4 statute miles, clouds broken at 800 feet and overcast at 1,600 feet.
Wreckage and Impact Information
The NTSB IIC and two FAA inspectors examined the wreckage on July 24 and 25. The accident site was a grass-covered meadow surrounded by trees averaging over 75 feet tall, at about 125 feet msl. Initial impact points were marked by broken treetops on two 100-foot trees at the southern end of the meadow. A broken green navigation light lens and small fragments were found at the base. The distance from initial impact to the main wreckage was about 410 feet. The severed right wing was found about 180 feet from initial impact, with leading edge aft crushing and tree bark embedded. The left wing remained attached but displaced forward, with leading edge aft crushing about midspan. The fuselage and cabin were crushed inward; the empennage bent up and left. Both horizontal stabilizers and elevators remained attached but damaged. The vertical stabilizer remained attached; the rudder was torn from its upper hinge. The propeller and hub remained attached; two blades were loose, one found adjacent. All three blades had leading edge gouges, torsional twisting, and chordwise scratching. The engine remained attached to the firewall, with impact damage. Flight controls could not be moved due to impact damage, but cable continuity was established to the cockpit. No preaccident mechanical problems were discovered.
Medical and Pathological Information
A postmortem examination attributed the pilot's cause of death to blunt force traumatic injuries. Toxicological examinations were negative for alcohol and drugs.
Additional Information
The accident airplane was equipped with automatic dependent surveillance-broadcast (ADS-B) technology, formerly known as Capstone, providing situational awareness with a moving map display showing terrain elevation. Terrain within 300 feet was displayed in red. The two multi-function display units were recovered and sent to the FAA for data recovery. Recorded data confirmed the witness account and provided flight track and performance plots.
Probable Cause
No probable cause was stated in the source.