Cessna 206 Accident Near Chalkyitsik, Alaska (N8255Q)

Accident Overview and Flight History On September 24, 2024, at approximately 1445 Alaska daylight time, a Cessna 206 airplane, registration N8255Q, sustained substantial damage during an accident near Chalkyitsik, Alaska. The aircraft was operated by Kavik Aviation Services LLC as a Title 14 Code of Federal Regulations Part 91 positioning flight. The pilot was fatally injured. The aircraft had departed from Circle City, Alaska, to transport fuel to another airplane at a remote location. The company owner noted that it was the last day of flights for the season and that the crew was in a hurry due to an approaching storm. The aircraft landed on a remote gravel bar adjacent to the Porcupine River, where a fuel site had been established approximately two months prior. Two hunters were present at the site and reported adding about 30 gallons of fuel to the aircraft while the pilot loaded fuel containers into the cargo area. The pilot directed the hunters to use fuel from two 15-gallon plastic drums that were part of the fuel stash. Earlier that day, another pilot had filled these drums from a 55-gallon metal drum to assist the accident pilot, who was unable to move the larger drum. One hunter reported that one 15-gallon drum was full and the other was about three-quarters full. A pump consisting of a hose connected to the drum and another hose connected to the aircraft’s fuel tank was used to transfer the blue-colored fuel. No filters were used, no examination of the fuel drum was conducted, and the pilot did not sump the aircraft’s fuel tank before departure. The pilot did not discuss the possibility of water in the fuel with the hunters. The aircraft remained on the ground for about 12 minutes before departing to the northwest. Just after takeoff, the hunters heard the engine sputtering and observed the aircraft abruptly bank hard to the right. The right wing impacted the water, and the aircraft cartwheeled into the river, spinning about 270 degrees before becoming partially submerged. During the removal of the remaining fuel drums at the accident site, a company pilot examined one of the 15-gallon drums, which contained about 8 gallons of fuel. He reported that the fuel contained about a coffee cup size amount of water, approximately 8 ounces. This drum was part of the same stockpile of fuel used by the accident pilot. According to the operator, a fuel filter and a Mr. Funnel were present at the fuel stash location at the beginning of the season. The Mr. Funnel was designed to filter out water, dirt, and debris. After the fuel filter became plugged, it was removed from the pump and never replaced. The funnel was also lost and not replaced. The operator was aware that no filters were in use at the fuel stashes. During the time the fuel stash was in place, the temperature range varied greatly throughout the day. The operator stated that they had numerous conversations with pilots about the danger of water contamination in the fuel, stressing the importance of visually inspecting the fuel, using filters, and sumping the aircraft’s fuel tank after refueling. The accident pilot had complained about the difficulties of sumping fuel in the accident airplane, noting that with a belly pod installed, it was very difficult for her to access the fuel sump. The pilot had flown in the area for 3.5 years with over 600 hours of flight experience in the accident airplane. ## Wreckage and Impact Information Flight control continuity was established in all axes (yaw, roll, and pitch). Movement of the flight controls (yoke) produced corresponding movement in the ailerons and elevators, which moved freely. The rudder pedals were damaged consistent with impact and were difficult to move; however, limited movement was observed in the rudder. The fuel selector was in the right-wing tank position. The fuel pump rocker switch in the cockpit was in the ON position. Mixture, propeller, and throttle controls in the cockpit were all in the far forward position. Engine control continuity was established from the cockpit to the engine. The mixture control moved freely. Both throttle and propeller control cables had bends from impact, but some movement was visible when moving the corresponding cockpit control. All attachment links and nuts were secure. Post-recovery examination of the engine revealed the drive coupling to the fuel pump was undamaged. Fuel examined from the unmetered fuel line to the metering valve contained a mixture of fuel and water, with a ratio of about 1/3 fuel to about 2/3 clear water. The fuel line from the metering valve to the fuel manifold contained a mixture of fuel and water with a ratio of about 3/4 fuel to about 1/4 clear water. The fuel injector nozzles were installed in the correct locations and no obstructions were observed. The fuel flow manifold was removed and disassembled; clear water was found inside. Air pressure was applied to fuel lines above each header fuel tank in the left and right fuel system. When the fuel selector was placed into the left or right position, fluid was pushed out of the respective header fuel tank. The fluid observed was mostly dirty water. The fuel selector worked correctly. The “last chance” fuel filter and the fuel metering valve filter were clean with no contamination observed. Both wing fuel tank vent screens were clean. The top spark plugs were removed and checked with the Champion Check-A-Plug Chart. The gap was found to be within limits and the top spark plugs were found to be within a normal operational condition. The main crankshaft rotated freely by hand and thumb compression was found on all six cylinders. When rotating the main crankshaft, movement was observed of the fuel pump gear and alternator pulley and the magneto’s impulse coupler was heard. The valve covers were removed and all valves moved in normal operation. Corrosion was found on the internal working parts of both magnetos, consistent with having been submerged in the river; the magnetos did not spark when operated. The oil filter was removed and cut open. No contamination was found. The induction and exhaust system was examined using a borescope and no obstructions were observed. All cylinders were observed using a borescope and no abnormalities were observed. ## Medical and Pathological Information The State of Alaska State Medical Examiner’s Office performed an autopsy on the pilot. The autopsy report listed the cause of death as drowning with blunt force head injury as a significant other finding. The FAA Forensic Sciences Laboratory performed toxicological testing of postmortem specimens from the pilot. In urine, codeine was detected at 6 ng/mL and its metabolite morphine was detected at 1 ng/mL. Neither codeine nor morphine was detected in heart blood. Hydroxychloroquine was detected in heart blood and urine.