19991127036799A

(.19)On November 27, 1999, approximately 1455 pacific standard time, a Dehavilland DHC-2 mk. I amphibious floatplane, N666XT, was substantially damaged in a crash into the columbia river following takeoff from the river approximately 9 nautical miles east of Washougal, Washington. The private pilot-in-command of the aircraft and three passengers (the pilot's sons, ages 14, 13, and 9) received fatal injuries in the accident. The FAA reported no record of a flight plan being filed for the 14 CFR 91 personal flight, and a witness reported that visual meteorological conditions existed in the accident area at the time. A witness to the accident, who stated he observed the accident from a boat anchored north of the river shipping channel and adjacent to multnomah falls, reported that the aircraft initially performed "a seemingly normal takeoff, flying past my boat in an easterly direction as he did so." He stated that the aircraft departed upwind to the east, then reappeared "only a few seconds later." The witness reported: ...I looked over just in time to see the aircraft, which was now slightly to the north of it's [SIC] departure path, and flying in a westerly direction at approx imately 400 feet [above ground level]. Suddenly, the left wing of the aircraft dropped sharply, and the plane began a vertical descent with the left wing leading. Due [to] the sound of the engine, the aircraft appeared to be developing full power at the onset of the accident. The aircraft struck the water with a great deal of force, in about fifteen feet of water.... In a written statement to the FAA, the witness, who stated he is a professional pilot, provided sketches indicating that the aircraft impacted approximately 90 degrees left wing down and 50 degrees nose down. The witness reported that visual meteorological conditions prevailed at the time, with winds approximately from 100 degrees at 7 knots and visibility more than 10 miles. The witness reported he immediately proceeded to the site of the wreckage, but that all efforts to gain access to the cabin were hampered by debris. Another individual, a caretaker at a family residence on the river near where the aircraft took off from (and approximately 1/2 mile west of the aircraft crash site), reported to local law enforcement authorities that the aircraft took off from 1,000 yards out in the columbia river to the east "as it normally does." The caretaker stated he last observed the aircraft at about 100 feet in the air, but had his back turned to the aircraft when he heard the sound of the crash. The aircraft came to rest inverted and adjacent to the Washington shoreline of the river, with its nose pointed approximately south and the cabin submerged in about 8 to 10 feet of water. While search and rescue/recovery activities were underway, the aircraft remained submerged at the accident site until the afternoon of November 28, 1999. According to FAA records, the pilot held a private pilot certificate with airplane single engine land, airplane single engine sea, and instrument airplane ratings, and had 2,400 hours total civil pilot time. The pilot also held a current FAA third-class medical certificate. The aircraft logs indicated that the airplane, originally manufactured in 1955, had been converted from military L-20A specification to civil DHC-2 mk. I specification in 1974. The airplane had undergone a major refurbishment at kenmore air harbor, kenmore, Washington, in 1991, approximately 575 flight hours prior to the accident. This major refurbishment included installation of an ove rhauled pratt & whitney R-985 engine and a new hartzell 3-bladed propeller. Additionally, the airplane had been modified by installation of wipaire model 6100 amphibious floats in accordance with a supplemental type certificate (STC) held by wipaire, in August 1997. At the time of the accident, the airplane had approximately 15,539 total airframe hours, and the engine had approximately 5,848 hours total time and 575 hours since overhaul. The airplane's last annual inspection was on June 28, 1999, approximately 66 flight hours prior to the accident. Investigators from the NTSB and FAA conducted a post-accident examination of the aircraft wreckage at the facilities of mark marine service, camas, Washington, and aero maintenance, inc., vancouver, Washington, from November 29, 1999, to December 1, 1999. The aircraft's landing wheels were noted to be up, and the aircraft's hydraulic flap actuator was found at an extension corresponding to a flap position approximately midway between the "takeoff" and "climb" positions. Fuel was also found at various points in the aircraft's fuel system. The aircraft's left passenger door had been forced inward through the door frame, and the door could not be opened. The right passenger door operated and opened normally. Both pilot doors would open but their range of travel was restricted by aircraft damage. During the post-accident examination, investigators found no evidence of any preimpact aircraft or engine malfunctions. (-23)witness reported observing N666XT land on the columbia river near multnomah falls. After the landing the pilot made contact with Mr. Thad mcglinn who was operating a boat on the river. The two talked while they drifted downstream. Shortly thereafter, N666XT started up and made a normal takeoff to the east. Two witnesses observed N666XT make that takeoff, everything seemed normal. At an altitude of approx. 200 feet the a/c made a steep turn to the left, both witnesses looked away at about that time. One witness looked back at the aircraft and saw it in a nose attitude (about 45 degrees) and in a bank to the left. He saw the a/c make contact with the water left wing and nose first. Mr. Warren and three children ages 9, 11, 14, received fatal injuries in that accident.