History of Flight
On October 16, 2022, at approximately 1427 Alaska daylight time, a Piper PA-32-260, registration N3432W, was substantially damaged when it struck terrain near Cordova, Alaska. The pilot sustained fatal injuries. The aircraft was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
The pilot departed Yakutat Airport (PYAK), Yakutat, Alaska, intending to travel along the coast to his home in St. Louis, Missouri. Near Ketchikan, Alaska, he turned around due to poor weather and returned to Yakutat. After landing, he called a friend and discussed the poor coastal weather. The pilot stated he was tired of flying in poor conditions and planned to return the airplane to Birchwood Airport (PABV), Birchwood, Alaska, leave it there, and fly home commercially. His friend recommended staying in Yakutat until weather improved.
The pilot contacted the Alaska Flight Service Station (AK FSS) about 1220 and received weather information, including that “VFR flight was not recommended.” After difficulty hearing, he called back at 1224 and requested an abbreviated briefing, again being informed that VFR flight in the Cordova area was not recommended. He planned to depart PYAK about 1300. At 1426, he provided AK FSS with his position and requested an Anchorage area weather update. During that transmission, communication ceased, and an emergency locator transmitter (ELT) activated.
An eyewitness observed the airplane flying in and out of clouds before disappearing into clouds near the accident site. A search began, and wreckage was located on a steep mountainside at about 1,866 ft mean sea level, approximately 6 miles southwest of Cordova Municipal Airport (CKU).
Personnel Information
Three days before the accident, the pilot underwent a Federal Aviation Administration Part 135 flight test evaluation in the accident airplane. The overall result was unsatisfactory for preflight inspection, inflight powerplant failure, system malfunctions, emergency landing, instrument approach, short field landing, and judgment.
Meteorological Information
The nearest official weather station was Merle K (Mudhole) Smith Airport (PACV), Cordova, Alaska, located 10 miles east-northeast of the accident site at 53 ft elevation. PACV had an Automated Surface Observing System (ASOS) with augmented reports.
At 1423, conditions included wind from 110° at 14 knots gusting to 24 knots, visibility 10 miles or greater, light rain, broken cloud ceiling at 1,000 ft agl, broken ceiling at 1,400 ft agl, overcast ceiling at 2,400 ft agl, temperature 11°C, dew point 9°C, altimeter 29.50 inHg. Remarks noted rain began at 1418 and cloud ceiling varied between 700 and 1,200 ft agl.
At 1453, conditions were wind from 120° at 16 knots gusting to 27 knots, visibility 10 miles or greater, overcast ceiling at 1,200 ft agl, temperature 11°C, dew point 9°C, altimeter 29.50 inHg. Peak wind from 130° at 27 knots occurred at 1450.
The closest NWS TAF was issued at 1302, valid from 1300 for 21 hours. Between 1300 and 1600, forecast wind from 120° at 12 knots gusting to 20 knots, 6 miles visibility, light rain showers, scattered clouds at 600 ft agl, overcast ceiling at 1,000 ft agl, with temporary conditions of 4 miles visibility, light rain showers, mist, and broken ceiling at 600 ft agl.
Wreckage and Impact Information
The wreckage was recovered 11 months after the accident. Examination showed the rudder attached and freely moving, with minor impact damage to the fiberglass cap. Rudder control cables had an overload break at pulleys about 5.5 ft from the lower baggage compartment wall. The elevator remained attached and moved freely; elevator control cable continuity existed from the elevator to the fuselage break about 5.5 ft from the baggage compartment. The elevator trim tab was relatively undamaged and attached, with limited movement due to impact damage to the trim cable assembly. Trim tab control continuity extended to the fuselage break. The right trim tab bracket remained attached; the left bracket had impact damage with 45° shear lips. All empennage cables and pulleys were intact. Both sides of the empennage showed impact damage consistent with striking the elevator, with the right side exhibiting accordion damage at about a 45° angle.
The engine could be rotated by hand but was limited due to lack of equipment. Magnetos remained attached. Broken intake and exhaust connections allowed water entry; engine internals were exposed to elements for nearly a year, with rusted spark plugs and cylinder interiors.
All three propeller blades exhibited rotational scoring and bending, consistent with the engine producing power at impact.
A Garmin GPSMAP 696 was sent to the NTSB’s Vehicle Recorder Division but contained no data from the accident flight.
Medical and Pathological Information
The 62-year-old pilot held a second-class medical certificate with the limitation that he must have available glasses for near vision. At his most recent FAA medical examination on March 8, 2022, he reported no medications or medical conditions. Autopsy results indicated multiple blunt force injuries as cause of death, with manner of death accident. The medical examiner noted 50% atherosclerotic narrowing of the left anterior descending coronary artery and 50-60% narrowing of the distal right coronary artery.
Toxicology detected amitriptyline in subclavian blood at 135 ng/mL and urine at 76 ng/mL; its active metabolite nortriptyline was in blood at 45 ng/mL and in urine. Gabapentin and norcyclobenzaprine were detected in urine but not blood. Glucose was in urine at 1,491 mg/dL but not in vitreous fluid; hemoglobin A1C was 5.8%.
The pilot’s toxicology detected therapeutic levels of amitriptyline and nortriptyline.