ANC10FA038

The pilot's failure to maintain clearance from a tree due to the effects of impairment from alcohol consumption.

The flight departed a private airport about 3 miles south of the accident site. A witness reported seeing the airplane approaching at a low altitude. The witness observed the airplane's left wing strike a tree about 100 feet from his location. The airplane continued and passed overhead, crashing in a wooded area behind him. The witness recalled that the airplane's engine sounded as though it was producing power and that the airplane maintained level flight. The accident site was on a broad, flat expanse of tree-covered land. The airplane impacted a single tree located between the parking area and the park administration building; the top 8 feet of the 50-foot-tall tree was severed. The airplane subsequently impacted additional trees and terrain at the rear of the building. An examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures. Within the wreckage, an open container of beer was found located in the cockpit at the base of the pilot's seat. Toxicological testing performed on the pilot's specimens detected 106 (mg/dL, mg/hg) ethanol in the blood, which is equivalent to a 0.106 percent blood-alcohol level. He had slightly higher vitreous and urine alcohol levels, consistent with the recent ingestion of alcohol and with impairment due to that ingestion. A review of law enforcement records revealed that the pilot had two alcohol and driving related convictions in 1994 and 1996. After the second conviction, the Federal Aviation Administration (FAA) requested that this pilot undergo psychiatric and neuropsychological evaluations, which did not formally result in a diagnosis of substance abuse or dependence, but noted that having the convictions gives an indication that the pilot does have problems with drinking and that alcohol consumption is an area of potential danger for him. Despite these concerns, the FAA issued a medical certificate to the pilot without any further follow-up required.

HISTORY OF FLIGHT On May 14, 2010, about 1400 Alaska daylight time, tailwheel-equipped Piper PA-18-135 airplane, N1123, sustained substantial damage when it struck a tree in-flight, about 12 miles north of Willow, Alaska. The airplane was being operated by the pilot as a visual flight rules (VFR) local flight under Title 14, CFR Part 91, when the accident occurred. The solo commercial pilot died as a result of the accident. The airplane departed a private airport about 3 miles south of the accident site, about 1350. No flight plan or flight following procedures were in effect. During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on May 14, a manager for a state operated RV park said he was in his office at the park working, when he heard an airplane approaching the park. He said due to the park's location along a large river, airplanes frequently pass by at a low altitude. He said he walked outside onto the deck in the front of his office, and saw the airplane approaching the park from the south at a low altitude over the river. He said when the airplane reached the southern perimeter of the park along the river's edge, it altered course and headed straight toward the office. The manager said as it approached, he realized it was not going to clear a tree located about 100 feet in front of his office. He said he thought the airplane would alter course, but it did not, and struck the tree with its left wing. He said he thought the wing was going to come off, but it didn't, and the airplane passed overhead and impacted in a wooded area behind the office. The manager told the IIC that as the airplane approached, the engine sounded strong, and the airplane appeared to be in level flight. He said the pilot may have been an acquaintance of the previous manager, as he was told by the prior manager the pilot would occasionally "buzz" the office. INJURY TO PERSONS The solo pilot died as a result of the accident. DAMAGE TO AIRCRAFT The airplane received substantial damage to the wings and fuselage due to impact with trees and terrain. PERSONNEL INFORMATION The 58 year old pilot held commercial pilot and flight instructor certificates. His most recent FAA third-class medical certificate was issued on April 30, 2010, and contained no restrictions or limitations. No personal flight logbooks were discovered for examination, and the pilot's flight experience was obtained from his most recent application for an FAA airmen medical certificate. According to the application, the pilot had logged over 7,000 hours of flight experience, 10 hours of which were in the past 6 months. A review of law enforcement records showed that the pilot was cited in June 1994 for possession of an open alcoholic beverage in a vehicle, and in a separate incident in June 1994 the pilot was arrested for driving a motor vehicle while intoxicated. The pilot was arrested again in February 1996, for driving a motor vehicle while intoxicated. The pilot was convicted in each of the three incidents. AIRCRAFT INFORMATION The accident airplane was a model year 1954 tailwheel-equipped, single-engine, Piper PA-18 airplane. No airframe or engine logbooks were discovered for examination. Total time for the engine and airframe are unknown. No evidence of the required annual aircraft inspection was discovered. METEOROLOGICAL INFORMATION The closest weather reporting station was the automated weather station at the Willow Airport, about 12 miles south of the accident location. The automated weather observation at 1355 ADT reported the wind variable at 5 knots, visibility 10 statute miles, sky condition scattered at 5,000 feet, broken at 8,000 and 12,000 feet, altimeter 29.82 inches of mercury, temperature 48 degrees F, and dew point 39 degrees F. COMMUNICATIONS There were no known communications with the airplane. WRECKAGE AND IMPACT INFORMATION During an examination of the airplane by the IIC and an FAA aviation safety inspector at the accident site on May 14, the IIC noted that the site was on a broad flat expanse of tree-covered land, adjacent to a large braided river system. The airplane had flown from the river, and crossed a large recreational vehicle (RV) parking area at a state operated RV park. The airplane impacted a single tree located between the parking area and the park administration building. The IIC found the top 8 feet of the 50 foot tall tree laying in the parking lot between the tree and the administration building, along with a piece of acrylic plastic, which was later identified as part of the airplane's windscreen. The airplane impacted additional trees and terrain at the rear of the administration building. All of the airplane's major components were at the site, and control continuity was established for all the primary flight controls. Observing the airplane's position, crush lines, damage to surrounding trees, and using an inclinometer, the IIC determined that after hitting the initial tree, the airplane impacted additional trees and terrain at a 40-50 degree nose down angle. Both blades of the propeller were twisted and gouged. Fuel was present in the engine carburetor and fuel tanks. No evidence of any preimpact mechanical deficiencies were discovered. During the examination of the airplane at the accident site, the IIC removed an open beer can from the floor of the airplane at the base of the pilot's seat. During an interview with the IIC on May 14, an Alaska State Trooper said a neighbor of the pilot said he watched the pilot takeoff from the private airport shortly before the accident, but he had not spoken to the pilot. MEDICAL AND PATHOLOGICAL INFORMATION A postmortem examination of the pilot was conducted under the authority of the Alaska State Medical Examiner, 4500 South Boniface Parkway, Anchorage, Alaska, on May 17, 2010. The examination revealed the cause of death for the pilot was attributed to multiple blunt force injuries of the head. The FAA's Civil Aeromedical Institute (CAMI) conducted a toxicological examination on July 6, 2010, which showed; 106 (mg/dL, mg/hg) Ethanol detected in Blood 117 (mg/dL, mg/hg) Ethanol detected in Urine 90 (mg/dL, mg/hg) Ethanol detected in Muscle 121 (mg/dL, mg/hg) Ethanol detected in Vitreous Toxicological testing performed on the pilot's specimens detected 106 (mg/dL, mg/hg) Ethanol in the blood [equivalent to a 0.106 percent blood-alcohol]. The NTSB medical officer reviewed the pilot's medical records obtained from the FAA Aerospace Medical Certification Division, and noted that FAA medical records documented a history of driving while intoxicated in 1994 and 1996. The FAA requested that the pilot undergo psychiatric and neuropsychological evaluation in 1996. The pilot reported to the FAA in the first case a blood alcohol level of 0.105 and noted that he “did not think I was under the influence of alcohol.” The pilot reported in the second case to a neuropsychologist a blood alcohol level of 0.12, and noted to the neuropsychologist that “he had three beers” and that “his driving was not erratic.” The neuropsychologist indicated that the pilot “…does not appear to meet the criteria for diagnosis of a formal substance abuse disorder at this time, [but] his history would suggest that he has exercised less than optimal judgment in the past with regard to alcohol consumption and the use of motorized vehicles. His history and test results would suggest that alcohol consumption is an area of potential danger for him. Consequently preventive measures should be initiated to minimize this possibility.” The psychiatrist indicated that “…it does not appear that he has any significant psychiatric disorder. My biggest concern is the fact that he has had two DWIs within two years.…having two DWIs raises a very large red flag that the individual does have problems with drinking. In the f