History of Flight
On July 11, 2019, about 1419 Alaska daylight time, a Piper PA-24-180 airplane, N5840P, sustained substantial damage when it was involved in an accident near Ketchikan, Alaska. The airline transport pilot was fatally injured. The airplane was operated as a 14 CFR Part 91 personal flight.
The pilot departed Friday Harbor Airport (FHR), Friday Harbor, Washington, about 1010, destined for Wrangell Airport (WRG), Wrangell, Alaska. He planned to stop at Ketchikan International Airport (KTN) for fuel. The pilot told his spouse that the forecast weather for KTN was "not so good" and he intended to fly around KTN and continue to WRG if weather did not improve.
GPS data showed the airplane flew a direct route to the KTN terminal area. At about 1412, the pilot contacted Ketchikan Flight Service Station (FSS) with current weather for runway 11. About 5 minutes later, the flight crew of an inbound Boeing 737 contacted KTN FSS with intentions for a left downwind for runway 11. The accident pilot then reported he "was hung up" and could not enter a right downwind but would wait for traffic before entering a left downwind. There were no further communications. Immediately after the last transmission, the airplane turned left from a heading of about 320° to the southwest, descending from 775 ft msl (about 500 ft agl) to 447 ft msl within 10 seconds (about 1,970 ft/min descent rate) while accelerating from 99 knots to over 111 knots. The last data point was at 1418:18 about 100 ft agl.
Personnel Information
The pilot's logbook was not located. His spouse stated he used to fly commercially for various operators and flew his airplane often as part of his law business, but rarely in instrument conditions. She had not witnessed him conducting an actual instrument flight in many years.
Meteorological Information
The terminal forecast for PAKT issued at 0923 and current at departure expected marginal VFR conditions with visibility greater than 6 miles, rain showers, and overcast ceiling at 2,500 ft agl. An amended forecast predicted temporary IFR conditions from 1200 through 1600: visibility 1.5 sm in light rain and mist, ceiling broken at 1,000 ft agl, overcast at 2,000 ft agl.
The Area Forecast for southeast Alaska, issued at 0914, indicated occasional ceilings below 1,000 ft agl and isolated visibility below 3 miles in mist, with an AIRMET for IFR conditions and mountain obscuration.
The PAKT automated weather the pilot received indicated marginal VFR with 10 sm visibility, scattered clouds at 900 ft, broken ceiling at 1,400 ft, and overcast at 3,500 ft agl.
FAA weather cameras at PAKT showed visibility in the accident area around the time of the accident was less than 2.5 sm and low clouds obscured the hillside accident site.
The pilot filed a VFR flight plan at 0940. When asked about weather updates, he said "I think we’re good to go." He did not request a weather briefing. Third-party weather vendor ForeFlight records indicated the pilot did not request specific weather briefings or review static weather imagery prior to the flight.
Wreckage and Impact Information
The wreckage came to rest on the northwest side of Judy Hill at an average elevation of 380 ft in lightly forested terrain. The debris path extended about 300 ft on a heading of 193°, consisting of ground scars, wing and empennage sections, and terminating at the inverted main fuselage. Wing and empennage separations showed rearward deformation and tree impact indentations. Propeller cuts were observed on two broken tree sections.
Flight control continuity was established from cockpit control cable ends to stabilator, rudder, and ailerons, except the right rudder cable end at the rudder horn attachment was not located. Flaps were retracted; control cables and bellcrank were continuous. Fractures in control rod ends and bellcranks showed overload failure. Numerous control cable skin tears were present in the empennage, indicating flight control connectivity at impact.
The fuel selector was in the "Right Tank" and "To Engine" position. The right fuel tank cap was secure; the right tank contained 15 gallons. The left fuel tank was breached due to wing crush damage.
The attitude indicator was intact with no scoring of gyro rotor or case. Engine crankshaft and valvetrain continuity was established. Magnetos produced spark; spark plugs showed normal wear. Carburetor sustained impact damage. No fuel contamination was observed. Vacuum pump drive vanes were intact.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt force injuries. A focus of calcified atherosclerotic stenosis of no more than 30% was observed in the left main coronary artery.
Forensic toxicology detected chlorpheniramine in urine (and 4 ng/mL in heart blood). Hemoglobin A1C was 7.2% in heart blood; vitreous and urine glucose were normal. Chlorpheniramine is a sedating antihistamine; its intended effects occur at blood levels 10–40 ng/mL.
The pilot reported high blood pressure and diabetes on his most recent medical application. He took multiple medications, none considered impairing. He had previous special issuance for diabetes, which expired June 30, 2019. He did not have a valid medical certificate at the time of the accident. His blood sugar was tested multiple times during the flight, ranging 107–157 mg/dL, within normal range.