# NTSB ANC18FA071: Piper PA-12-150, N7511H, Healy, AK, September 23, 2018 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: September 22, 2018, 16:00 local (Sep 23, 2018, 00:00 UTC) - Place: Healy, AK - Coordinates: 63.900276, -147.733337 - Nearby events: https://openairdocs.org/map.md?lat=63.9003&lon=-147.7333&mi=10 - Phase of flight: [Unknown](https://openairdocs.org/ntsb-phases/990) (OpenAirDocs' grouping) - Defining event: [Unknown: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report April 8, 2020 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: Lycoming Engines, Federal Aviation Administration - NTSB case key (mKey): 98342 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC18FA071 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98342/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98342 - Page: https://openairdocs.org/ntsb/ANC18FA071 ## Probable cause An impact with terrain for reasons that could not be determined based on the available information. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-12, 6 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7101202), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Unknown: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [Piper PA-12, 2 cases](https://openairdocs.org/ntsb-events/000/sequence.md?model=7101202), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) ## Analysis The pilot was performing a personal flight with one passenger to hunt sheep in remote mountainous terrain. After the pilot failed to report to his place of employment 4 days after their departure, an extensive SAR operation was launched the following day. The wreckage was located 2 days after the SAR operation began in a remote snow-covered mountainous valley. The airplane came to rest upright, with the fuselage banking to the right, both wings indicating forward/aft crushing, and the tail slightly elevated with little impact damage. The date and time of the accident could not be determined. Thus, the meteorological conditions before and at the time of the accident could not be determined. A postaccident examination of the airframe and engine revealed no pre-impact mechanical malfunctions or failures that would have precluded normal operation. The aft right wing spar exhibited signs of compression bending, with the right forward spar exhibiting aft bending. The aft left wing spar bolt indicated a failure in tension, and the left forward spar indicated forward bending. A postcrash fire incinerated a large portion of the wreckage. The pilot did not file a flight plan. If the pilot had filed a flight plan, SAR assets would have focused on a specific search area which would likely have reduced the time to find the airplane. Although the accident was likely not survivable due to the impact forces, a filed flight plan would have reduced the risk to aerial SAR assets operating in remote mountainous terrain. ## Factual narrative The airplane was equipped with a Garmin Aera GPS device, which was sent to the National Transportation Safety Board's (NTSB) Vehicle Recorder Division Laboratory in Washington, DC. The device is capable of storing data in nonvolatile memory. However, the circuit board was delaminated due to the thermal damage, and most of the components were burned off. The extent of the damage precluded recovery of the data. The airplane was also equipped with an emergency locator transmitter (ELT), which did not broadcast after the accident. The ELT sustained postimpact fire damage, so the NTSB could not definitively determine why the ELT did not broadcast. On September 22, 2018, the wreckage of a tailwheel-equipped Piper PA-12 airplane, N7511H, was located in remote mountainous terrain about 35 miles east of Healy, Alaska. The private pilot and the passenger were fatally injured, and the airplane was substantially damaged by impact forces and a postcrash fire. The airplane was registered to the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed from Fairbanks International Airport (FAI), Fairbanks, Alaska, on September 15, 2018, and no flight plan had been filed. The purpose of the flight was to fly to the Alaska Range, which is a mountain range located about 50 miles south of Fairbanks, where the pilot and his passenger would hunt sheep. No communications from the pilot, such as from a satellite phone or a satellite communication device, were received by the family after the pilot's departure from FAI. After the pilot did not report to his place of employment on September 19, a Federal Aviation Administration (FAA) alert notice "ALNOT" was issued at 1620 Alaska daylight time, and an extensive search and rescue (SAR) operation began the next day. The operation consisted of aerial SAR assets from multiple agencies, including the Alaska Air National Guard, the Alaska Army National Guard, the Civil Air Patrol, and the Alaska State Troopers, as well as several individual volunteers. The accident airplane was located by a volunteer, and an Alaska Army National Guard helicopter responded to the accident site and the aircrew found both occupants deceased inside of the wreckage. The State of Alaska Medical Examiner's Office, Anchorage, Alaska, conducted an autopsy of the pilot. According to the autopsy report, the cause of death for the pilot was multiple blunt force injuries. The report also indicated that there was no evidence of soot-like material found in the pilot's airway. Toxicology testing performed at the FAA Forensic Sciences Laboratory found that the pilot's specimens were negative for drugs and ethanol. The exact meteorological conditions before and at the time of the accident could not be determined. The FAA's Aeronautical Information Manual (AIM) discusses SAR operations and states in part the following: SAR is a lifesaving service provided through the combined efforts of the federalagencies' signatory to the National SAR Plan, and the agencies responsible for SAR within each state. Operational resources are provided by the U.S. Coast Guard, DOD [Department of Defense] components, the Civil Air Patrol, the Coast Guard Auxiliary, state, county and local law enforcement and other public safety agencies, and private volunteer organizations. Services include search for missing aircraft, survival aid, rescue, and emergency medical help for the occupants after an accident site is located. Flight Plan The AIM discusses the importance of filing a flight plan in case of an emergency or if an aircraft is overdue and states in part the following: A filed flight plan is the most timely and effective indicator that an aircraft is overdue. Flight plan information is invaluable to SAR forces for search planning and executing search efforts. Prior to departure on every flight, local or otherwise, someone at the departure point should be advised of your destination and the route of flight if other than direct. Search efforts are often wasted, and rescue is often delayed because of pilots who thoughtlessly take off without telling anyone where they are going. File a flight plan for your safety. The wreckage of the airplane was located in a remote snow-covered mountainous valley with rocks, alder trees, and a small creek. The wreckage was positioned on the east side of the creek on a heading of about 220° and at an elevation of about 4,300 ft mean sea level. Most of the wreckage showed evidence of a postimpact fire. The airplane came to rest upright, with the fuselage banking to the right, both wings indicating forward/aft crushing, and the tail slightly elevated with little impact damage. All of the major structural components of the airframe were located at the accident site. An examination of the airframe revealed no pre-impact mechanical malfunctions or failures that would have precluded normal operation. The engine was examined after the recovery of the wreckage. The examination revealed no pre-impact mechanical malfunctions or failures that would have precluded normal operation. During examination, the AFT right wing spar exhibited signs of compression bending, with the right wing forward spar exhibiting aft bending. The AFT left wing spar bolt indicated a failure in tension, and the left wing forward spar indicated forward bending. ## Aircraft - Registration: [N7511H](https://openairdocs.org/deregistered/N7511H-2019-10-05), registration cancelled 2019-10-05, S/N 12-372, built 1946 (OpenAirDocs) - Reported make and model: Piper PA-12-150 - Registry model: [Piper PA-12](https://openairdocs.org/model/piper-pa-12) (registry code 7101202) (OpenAirDocs) - Registry engine: [Lycoming 0-235 series](https://openairdocs.org/engine/lycoming-0-235-series) (registry code 41505, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 12-372 - Year built: 1946 - Airframe hours: 4141.4 - Engines: Lycoming O-320-A2B 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 12, 2018 - Departed: FAI, Fairbanks, AK - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; injuries: fatal; private; airplane ratings: single-engine land, single-engine sea; medical: class 3, with waivers/limitations; toxicology performed; flight hours: 128.8 total, 77.5 as pilot in command ## Weather - Conditions: Not reported - Observed at: PAHV, 33 nm away ## Docket (6 files) The files NTSB released with the investigation on December 16, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98342. 4.3 MB in all. - GPS Device Specialist's Factual Report (item 1, .PDF, 347 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479110&FileExtension=.PDF&FileName=GPS%20Device%20Specialist%27s%20Factual%20Report-Master.PDF - Logbook Excerpts (item 2, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479111&FileExtension=.PDF&FileName=Logbook%20Excerpts-Master.PDF - Weight and Balance (item 3, .PDF, 598 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479112&FileExtension=.PDF&FileName=Weight%20and%20Balance-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 4, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479113&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Toxicological Report (item 5, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479114&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Scene Pictures (item 6, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40479115&FileExtension=.PDF&FileName=Scene%20Pictures-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.