ANC24FA032

The accident airplane’s maintenance logbooks revealed no annual inspection in the last two years. The last annual inspection was conducted on April 10, 2022. On May 17, 2024, about 1145 Alaska daylight time, a wheel-equipped Taylorcraft BC12 D airplane, N95744, was substantially damaged when it was involved in an accident near Nondalton, Alaska. The non-certificated pilot and a passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The non-certificated pilot and his passenger reportedly departed from Port Alsworth Airport (PTA), Port Alsworth, Alaska, about 1130 and were traveling to Nondalton Airport (5NN), Nondalton, Alaska. About 2000, the airplane was reported overdue. A search began, and the airplane wreckage was eventually located about 2 to 3 miles southeast of 5NN. The partially submerged wreckage was situated in a shallow portion of Six Mile Lake, about 200 yards from the shore. Witnesses in the area reported low clouds, fog, and reduced visibility along the accident airplane’s anticipated flight route between Port Alsworth and Nondalton about the time of the accident. The autopsy of the pilot was performed by the Alaska State Medical Examiner. According to the autopsy report, the cause of death was blunt force, and the manner of death was accidental. The FAA Forensic Sciences Division performed toxicological testing of tissue samples from the pilot and detected acetaminophen, salicylic acid, delta-9-THC, carboxy-delta-9-THC, and 11-hydroxy-THC. Acetaminophen (Tylenol) is an NSAID used to treat mild pain and is acceptable for pilots. Salicylic acid is a metabolite of aspirin and is also used in several medications. Aspirin is used to treat minor pain and as an antiplatelet medication to prevent blood clots. Use of aspirin is acceptable for pilots if the underlying condition being treated is also acceptable. Marijuana metabolites (delta-9-THC, carboxy-delta-9-THC, and 11-hydroxy-THC) were detected. Delta-9-THC was found to be at 19.2 (ng/mL, ng/g) in the blood and 30.4 (ng/mL, ng/g) in the liver. Carboxy-delta-9-THC was found to be at 50.9 (ng/mL, ng/g) in the blood and 1190.5 (ng/mL, ng/g) in the liver. 11-hydroxy-THC was found to be at 3 (ng/mL, ng/g) in the blood and 42.6 (ng/mL, ng/g) in the liver. Collectively, the chemical compounds that comprise marijuana are known as cannabinoids. Delta-9-THC is the principle psychoactive ingredient of marijuana/hashish. It rapidly leaves the blood, even during smoking, falling to below detectable levels within several hours. Delta-9-carboxy-THC (THCC) is the inactive metabolite of THC and may be detected for up to one day or more in blood. Both delta-9-THC and THCC may be present substantially longer in chronic users. 11-hydroxy-THC is a metabolite of delta-9-THC. The finding of THC and its metabolite is evidence of marijuana use and poses a significant potential hazard to flight safety. The weather station nearest to theaccident site indicated an air temperature of 38° F, a dew point temperature of 35° F, cloudy skies, and a southwest wind at 5 kts. The graphical Alaska Aviation Weather Unit forecast valid at the accident time indicated marginal visual flight rules conditions with the potential for rain showers around 1000. The Alaska Aviation Weather Unit issued an Airmen’s Meteorological Information advisory Sierra for mountain obscuration in clouds at 1000 that was valid for the accident site at the accident time. The investigation retrieved images from the FAA’s Aviation Weather Cameras for the Nondalton and Iliamna weather camera locations around the accident time. Precipitation or mist was visible below the cloud layer in Nondalton. The cloud bases at the accident time were below the clear day visual reference hill tops of 1,600 ft mean sea level, with the cloud base appearing near the base of the 1,600 ft hill. The site elevation of the Nondalton imagery was 361 ft mean sea level. The imagery reviewed was consistent with the weather conditions encountered by the accident aircraft being worse than the National Weather Service forecasted for the accident time. A search of archived information indicated that the accident pilot did not request weather information from Alaskan Flight Services. A search of ForeFlight information indicated that the accident pilot did not have a ForeFlight account. It is unknown what weather information, if any, the accident pilot checked or received before or during the accident flight. At the time of the accident, the cloud ceilings were between 300 and 400 ft above ground level with precipitation below the cloud bases at the accident site. According to the FAA, neither the pilot/airplane owner nor his passenger had a pilot certificate, and neither had an FAA medical certificate. The airplane was equipped with two four-point seatbelt harnesses. The main seat buckle of each was still attached with a cut either left or right of the buckle made by first responders. The shoulder portions of the harnesses were undamaged and not attached to the buckles; one harness was tucked up into the ceiling. The airplane was recovered from the water 5 days after the accident. The airplane’s wings were still attached to the fuselage but had filled up with mud and silt. The recovery crew had to cut numerous locations in the fabric of the wings to remove the buildup of mud. All flight control cables and pulleys were intact and in good condition. All breaks were from first responders during recovery or from overload. No preimpact damage to the flight control system was observed. The fuselage from the firewall to aft of the passenger compartment had numerous impact fractures. Both magnetos were securely attached to the engine and each magneto produced sparks when rotated by hand. A borescope was used to inspect all cylinders, the air intake system, the fuel induction system, and the exhaust system; no blockages or abnormalities were observed. Theengine was manually rotated and crankshaft continuity was confirmed. Both propeller tips were curled and bent aft consistent with the engine producing power at the time of impact with the water.