History of Flight
On June 28, 2019, about 1608 Alaska daylight time, a Maule M-6-235 airplane, N56512, sustained substantial damage when it was involved in an accident about 7 miles northwest of Moose Pass, Alaska. The commercial pilot and two passengers were fatally injured, and one pilot-rated passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The flight departed Big Johnstone Lake near Seward, Alaska, about 1529, and was destined for Lake Hood, Anchorage, Alaska. The pilot-rated passenger, who was in the right front seat, stated that she had been manipulating the airplane's flight controls but that the visibility deteriorated as the flight progressed, so the pilot assumed control. She stated that the pilot seemed stressed due to the deteriorating conditions and that the occupants discussed locating an alternate landing spot. The pilot-rated passenger was looking out the right side of the airplane for terrain, and the pilot was looking out the left side to try to follow Sterling Highway. She stated that forward visibility was "not very good at all" but that she was able to see straight down. She also stated that the right passenger door popped open, creating a momentary distraction, and that she was able to hold the door shut. The airplane then entered an unusual attitude, and another passenger began yelling, "pull-up, pull-up," to which the pilot responded, "I've got this." The pilot-rated passenger's last recollection was recognizing that the airplane was in a stall and hearing the stall warning horn.
GPS data logs revealed that, about 1602, the airplane crossed Moose Pass at a GPS altitude of about 2,000 ft. The airplane continued northwest along Sterling Highway at GPS altitudes between 1,700 and 2,400 ft. About 1606, after passing the intersection of Sterling and Seward Highways, the airplane began a right 180° turn to the southeast; shortly thereafter, it began a descent to a GPS altitude of 1,215 ft. At 1607:00, it began a left turn toward a northerly heading and initiated a climb. At 1607:34, the airplane was on a track of 354° at a GPS altitude of 2,032 ft, at a groundspeed of 37 knots. The last fully recorded in-flight data point was at 1608:01, when the airplane was at a GPS altitude of 1,587 ft and a 0-knot groundspeed on a track of 282°.
A witness located near the accident site stated that he was outside shortly after 1600 and heard an airplane flying overhead. He stated that the airplane sounded as if it was flying west to east and maneuvering under power. About 15 seconds later, all sounds ceased. He also stated that smoke from a nearby wildfire was very thick at his location, resulting in a vertical visibility of about 100 ft and a horizontal visibility of about 1/4 mile.
According to the Alaska Rescue Coordination Center, a 406-MHz emergency locator transmitter (ELT) signal was received at 1614, and rescue personnel from the Air National Guard's 210th Air Rescue Squadron began a search. An Air National Guard HH-60G helicopter crew discovered the accident site, and the surviving passenger was transported to a medical facility for treatment.
Meteorological Information
A review of Federal Aviation Administration (FAA) weather camera images recorded from Moose Pass, about 7 miles southeast of the accident site, revealed reduced visibilities in all directions about the time of the accident as a result of smoke and/or haze in the area.
Wreckage and Impact Information
The airplane impacted an area of alder brush- and tundra-covered terrain in a near-vertical, nose-down attitude, at an elevation of about 1,546 ft mean sea level, and on a heading of about 314°. All major components were located at the main wreckage site. The cockpit and cabin area exhibited extensive aft crushing. The engine, firewall, and instrument panel were displaced upward and aft. The throttle and propeller were found near the full forward position, and the mixture was found in the idle cutoff position. The fuel selector was found in the "OFF" position. The right wing remained attached but exhibited leading edge crushing damage outboard near the tip. The left wing remained attached. Flight control continuity was verified from the cockpit to the left and right ailerons. The empennage components remained attached and were relatively undamaged. The propeller blades exhibited substantial leading edge gouging and torsional "S" twisting. The pilot-rated passenger reported no mechanical malfunctions, and the on-scene examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Medical and Pathological Information
The State of Alaska Medical Examiner's Office performed an autopsy of the pilot. His cause of death was multiple blunt impact injuries. Toxicology testing performed by the FAA's Forensic Sciences Laboratory identified ethanol in the pilot's cavity blood specimens (0.017 gm/dL) and urine specimens (0.021 gm/dL). N-Butanol was also identified in the pilot's cavity blood and urine specimens, and N-propanol was found in the pilot's urine specimens. No carbon monoxide or tested-for drugs were found. Based on the levels found, the ethanol was likely produced postmortem.