ANC23FA045

The pilot departed with four passengers and cargo on the air taxi flight up a valley toward an area of rising terrain. The pilot reported that, during the six-minute flight, the airplane's rate of climb was 500 feet per minute and the engine power setting was 2,500 rpm with 25 inches of manifold pressure. Upon realizing that the airplane would not clear the terrain ahead, the pilot maneuvered the airplane to the right side of the confined valley in order to make a 180° left turn; however, the airplane subsequently stopped climbing and impacted terrain. The departure airport elevation was 55 ft mean sea level (msl) and the elevation of the accident site was 750 ft msl. Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation; the pilot reported there were no mechanical anomalies with the airplane. The pilot reported that the airplane’s gross weight at takeoff was about 50 lbs under its maximum gross weight and the investigation independently estimated that it was about 110 pounds below the maximum gross takeoff weight. A pilot in another airplane loaded similarly to the accident airplane departed about two minutes before the accident airplane on the same route of flight and reported that the weather was “great” and that he had no performance issues climbing through the mountain pass. Based on the available information, the pilot failed to maintain clearance from rising terrain. It is likely that his delayed decision to turn away from the rising terrain when he realized that the airplane’s climb performance was insufficient contributed to the impact with terrain.

On July 2, 2023, about 1510 Alaska daylight time, a Piper PA-32-300, N1132Q, sustained substantial damage when it was involved in an accident near Old Harbor, Alaska. The pilot and two passengers were seriously injured, and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 non-scheduled passenger flight. The airplane departed from Old Harbor Airport (OLH), Old Harbor, Alaska, about 1504 and was transporting four passengers, their baggage, and cargo to Kodiak, Alaska. The pilot reported the airplane was able to maintain a climb rate of 500 ft per minute and that the engine was maintaining 2,500 rpm and 25 inches of manifold pressure. While flying up the valley, the pilot determined that the airplane needed 200 more feet of altitude to cross over the 950-ft mountain pass. He did not think the airplane was going to be able to climb high enough to clear the pass and planned to make a 180° turn to gain more altitude. He wanted to make the turn to the left, so he maneuvered the airplane to the right side of the valley; however, the airplane “stopped climbing,” though the engine indications remained normal. Before he could make the left 180° turn, the airplane ran out of altitude and impacted terrain. The pilot reported no mechanical issues with the airplane. Passengers reported that the pilot maintained full engine power and there was no change in engine power before impact. A pilot in another airplane with a similar load departed two minutes before the accident airplane, flew the same route, and reported that his airplane had no performance issues with climbing and flying through the pass. According to the Piper PA-32-300 Flight Manual, the maximum takeoff gross weight of the airplane is 3,400 pounds. The following weights were used to estimate the airplane's gross weight at takeoff: · Empty weight of airplane: 1,850 pounds · Fuel, 30 gallons @ 6 pounds per gallon: 180 pounds · Total pilot and passenger weights: 970 pounds · Total cargo/baggage weight: 290 pounds The National Transportation Safety Board (NTSB) investigator-in-charge (IIC) estimated the gross weight of the airplane at takeoff to be 3,290 pounds, or approximately 110 pounds below the maximum takeoff gross weight of 3,400 pounds. Cargo, except for the fish boxes, were weighed on a scale. 48 pounds was used as an average weight for each fish box. Weights used for the surviving pilot and passengers were obtained from each individual, and non-surviving passenger weights were obtained from the medical examiner. The airplane impacted two mountain spurs before coming to rest on a third spur at an elevation of about 750 ft. During the accident sequence, the right wing, empennage, and fuselage were substantially damaged. The engine separated from the airplane. All of the airplane’s major components were located at the accident site. During a postaccident examination of the engine, no abnormalities were observed that would haveprevented normal operation.