History of Flight
On October 5, 2011, at about 1730 eastern daylight time, a Cessna 207A, registration N70437, crashed during approach to land at Matinicus Island Airport (35ME), Matinicus Island, Maine. The flight was operated by Penobscot Island Air as a 14 CFR Part 135 on-demand, non-scheduled, domestic cargo flight from Knox County Regional Airport (RKD), Rockland, Maine, to 35ME. The commercial pilot was the sole occupant and was fatally injured. The flight originated from RKD about 1715.
The purpose of the flight was to transport groceries to residents of Matinicus Island. A total of 350 pounds of groceries were reportedly on board. According to the company’s dispatch log, at 1728 the pilot broadcast that he was landing at the destination airport; no further communication was received.
Witness Accounts
A witness waiting at the airport reported that the wind was straight down the runway at 35 to 40 knots with occasional higher gusts. He heard the airplane circle and observed it on final approach at about 75 to 80 feet above ground level, east of a barn south of the runway 36 approach end. Suddenly, the airplane banked to the right with wings nearly vertical—approximately 80 degrees—then turned east and began descending. The engine sound was steady throughout the approach. Other witnesses reported hearing the engine revving at full power before the sound of impact. One witness heard a “loud rapid revving of an airplane’s engine, then a loud crash.”
Personnel Information
The pilot, age 56, held a commercial pilot certificate with an airplane single-engine land rating and a second-class medical certificate issued November 15, 2010, with a corrective lens restriction. He reported 3,100 total hours. He was hired by Penobscot Island Air in December 2004 and became qualified as pilot-in-command of the Cessna 207 in August 2005. His last competency/proficiency check was on August 23, 2011, and included crosswind landings rated satisfactory.
Aircraft Information
The Cessna 207A was manufactured in 1979, serial number 20700552, powered by a Continental Motors IO-520-F 300-horsepower engine with a Hartzell constant-speed propeller. The last 100-hour inspection was on September 23, 2011, at 17,105 hours total time. At the accident, total time was about 17,138 hours.
Meteorological Information
At 1715, weather at RKD (departure airport) reported wind from 320° at 13 knots gusting to 22 knots, visibility 10 statute miles, scattered clouds at 4,700 and 5,000 feet, broken clouds at 8,000 feet. At 1735, wind at RKD was from 340° at 5 knots gusting to 20 knots. A nearby buoy station (MISM1) reported wind from the NNW at 24 knots gusting to 27 knots at 1700, and from the NW at 30 knots gusting to 37 knots at 1800. A witness near the airport reported a “queer gust of wind” from the west that blew items off a porch just as the airplane was on short final. Another witness reported a sudden gust of freezing rain and strong winds. A third witness observed swirling dust devils 3 feet tall.
Airport Information
Matinicus Island Airport has a single gravel runway 18/36, 1,700 feet long and 30 feet wide. A barn with a roof peak about 25–30 feet high is located 354 feet south and slightly east of the extended centerline of runway 36. Trees border both sides of the runway; power lines are located east of the runway.
Wreckage and Impact Information
The wreckage was located inverted at 43°52.125′ N, 068°53.432′ W, about 543 feet east-southeast of the approach end of runway 36, on a magnetic heading of 025 degrees in a wooded area. Examination revealed damage to upper and middle powerlines (2,400-volt transmission and neutral ground) at about 26 and 21 feet above ground level, respectively. Tree damage and impact craters were noted. The left wing had multiple indentations and was structurally separated except for the aileron balance cable. The right wing had a vertical gouge on the leading edge. Flaps were extended about 30 degrees. The empennage was separated forward of the horizontal stabilizer but remained connected by control cables. The elevator trim tab actuator was found extended full trailing edge tab down.
In the cockpit, the fuel selector was positioned to the left tank. Groceries were strewn about; a cargo net was present but not secured. The nose landing gear was separated with no wire strike evidence. The engine was inverted, separated from the airframe but connected by cables. Propeller blades exhibited rearward bending and twisting consistent with rotation at impact. The engine exhibited impact damage, but continuity and normal operating signatures were observed on cylinders and spark plugs. The fuel manifold valve had a clean screen; fuel was present. The propeller spinner showed rotational signatures.
Medical and Pathological Information
A postmortem examination listed the cause of death as “blunt injuries.” Forensic toxicology was negative for carbon monoxide, cyanide, and volatiles. Unquantified atenolol was detected in blood and urine specimens.