History of Flight
On June 28, 2012, about 1500 mountain daylight time, an Aviat Aircraft Inc. A-1C-180 airplane, registration N63WY, was substantially damaged following a loss of control and impact with terrain during the initial climb after takeoff at Moose Creek United States Forest Service Airport (1U1), near Kooskia, Idaho. The certified private pilot received fatal injuries, and the sole passenger was not injured. Visual meteorological conditions prevailed for the local flight, which was conducted under 14 Code of Federal Regulations Part 91, and no flight plan was filed. The intended destination was Coeur d'Alene-Pappy Boyington Field (COE), Coeur d'Alene, Idaho.
According to the surviving passenger, who provided a statement to local law enforcement and the NTSB investigator-in-charge, the pilot loaded the airplane with the intention of departing ahead of an incoming storm. The passenger reported that the pilot wanted "to beat" the approaching weather. The takeoff was described as slightly steep, and shortly after becoming airborne and climbing, the airplane rolled violently to the right, then back to the left, followed by the nose dropping before impact. The passenger believed the airplane was near tree-top level when it encountered a violent wind condition. He added that the engine seemed to be running normally prior to the crash.
A witness observed two men rushing to pack their airplane as weather deteriorated due to an incoming thunderstorm. The witness saw them board the accident aircraft, start the engine, taxi to the runway intersection, and take off uphill on runway 01 with a strong gusting tailwind. The witness opined that the weather and winds made flying inadvisable, and noted that the airplane appeared unstable during the takeoff sequence.
Another witness reported that a storm cell with gusty winds, thunder, lightning, and light rain was within a mile of the airport, and that the windsock was fully extended and moving erratically. She observed the pilot and passenger hurrying to pack the aircraft and depart. She added that the airplane did not travel more than 10 feet during the climb, stating "The wind was knocking the aircraft all over." Other pilots reported hearing propeller cycle and magneto checks while the airplane was taxiing.
Personnel Information
The pilot, aged 48, held a private pilot certificate with single-engine land and instrument ratings. He held a third-class airman medical certificate dated June 22, 2011, with the limitation "must have available glasses for near vision." His personal logbook indicated a total of 681 flight hours as of June 21, 2012, including 49 hours in the accident make and model (36 hours as pilot-in-command and 7 hours of dual instruction). He had flown 21, 16, and 8 hours in the previous 90, 60, and 30 days, respectively, all in the accident airplane. His most recent flight review was completed on September 19, 2011.
Aircraft Information
The two-seat, high-wing, fixed-gear airplane, serial number 3133, was manufactured in 2011. It was powered by a Lycoming O-360-A1P engine (serial number L-41826-36E) rated at 180 horsepower. Maintenance records show that on July 7, 2011, a Flight Resource LLC three-blade MTV-9-B/198-52 propeller was installed via Supplemental Type Certificate (STC) #SA02870Ch and Production Certificate #704NM. The airplane received its Standard Airworthiness Certificate on August 11, 2011. On August 16, 2011, Micro Vortex Generators were installed per STC #SA00668SE, and on September 29, 2011, at 31.4 airframe hours, an M-20 air-oil separator was installed per STC #SA02033AT.
Meteorological Information
No weather reporting facility existed at Moose Creek Airport. Distant stations reported conditions near the accident time:
- Missoula, MT (60 nm north-northeast) at 1453: wind calm, visibility 10 miles, sky clear, temperature 26°C, dew point -2°C, altimeter 29.97 inHg.
- Salmon, ID (70 nm southeast) at 1535: wind 340° at 5 knots, visibility 10 miles, sky clear, temperature 30°C, dew point 2°C, altimeter 29.86 inHg.
- Lewiston, ID (88 nm west) at 1456: wind variable at 4 knots, visibility 10 miles, sky clear, temperature 28°C, dew point 12°C, altimeter 29.85 inHg.
Wreckage and Impact Information
The airplane impacted terrain on the west side of the runway and came to rest upright, facing the departure direction. The entire airplane was consumed by post-crash fire. The initial impact point was about 50 feet south of the final resting position. All flight-necessary components were present. Both wings remained attached; the empennage components (rudder, vertical stabilizer, horizontal stabilizer, elevators) remained attached. The engine remained attached to its mounts. Both propeller blades remained secured in their hubs but were broken off about 10 inches outboard. The forward and aft cockpit areas were destroyed by fire.
Medical and Pathological Information
An autopsy performed on July 2, 2012, at the Idaho County Coroner's Office determined the cause of death as "complications of an aircraft accident." FAA CAMI toxicology exams found no carbon monoxide or ethanol, 1.65 µg/ml cyanide in the blood, and no drugs detected.
Tests and Research
Airframe examination revealed that all flight instruments were destroyed by thermal distress. Control cable continuity was confirmed for the ailerons. The right wing sustained fire and impact damage; the fuel tank was breached and melted. The left wing was similarly damaged; wing struts were not observed. The engine examination showed no evidence of pre-existing mechanical malfunction. The fuel inlet screen and hose were sent to the NTSB Materials Laboratory; analysis found black particulate and other debris, but no strong matches in spectral library searches. (Refer to Materials Laboratory Factual Report No. 13-041.)