N9651M

On June 2, 2024, about 1600 Alaska daylight time, a Cessna 207A airplane, N9651M, was substantially damaged when it was involved in an accident near Bethel, Alaska. The commercial pilot was not injured. The airplane was operated by Grant Aviation as a Title 14 Code of Federal Regulations Part 135 cargo flight.

According to the operator, the airplane was departing from Bethel Airport, Bethel, Alaska (BET), transporting cargo and mail to Kwigillingok, Alaska (GVV), when the accident occurred.

The pilot reported that, while taxiing to the runway, he checked that the fuel selector was on the right tank, the engine cowl flaps were open, the wing flaps were extended to 10°, and the engine mixture was rich. He added that he elected to perform a short-field takeoff, and that the initial phase of the takeoff was normal. The airplane lifted off the runway around 64 knots. He flew the airplane in ground effect to build airspeed to 75 knots and then pitched the airplane to climb. The airplane climbed at a rate of about 500 to 600 ft per minute. About 200 ft mean sea level, he felt the airplane “sink” and saw the wing flaps moving up in his peripheral vision. The pilot noticed that the airspeed was dropping and he pushed the nose down to regain airspeed, but he was too low to regain enough airspeed for continued flight. The airplane landed hard on the runway surface, resulting in substantial damage to the fuselage and empennage. The airplane was about 70 lbs under its maximum gross weight at the time of the accident.

According to the Cessna 207A Pilot’s Operating Handbook, the procedure for a short-field takeoff requires 10° of flaps, a minimum climb speed of 73 knots indicated airspeed (KIAS), and states that flaps should be retracted only when airplane’s speed is greater than 80 KIAS. Normal takeoff is performed with a climb speed of 80 to 90 KIAS.

Examination of the wreckage revealed that power to the flap system was damaged during the impact with the runway. Before electrical power was applied to the flap system, a full visual inspection of the flap control assembly was performed. The flap control system was undamaged. The follow-up control, cam, flaps down and up operating switches were undamaged and in good condition. The wing flaps were retracted, and the flap position indicator was consistent with the fully retracted position. A multimeter was used to test each of the flap down/up operating switches and to determine the position of the flap control lever at the time of power loss to the flap system. The operating switches were found to be in good operating condition.

Due to damage to the electrical system, a battery was used in the cockpit to connect directly to the flap system for testing. An operational check of the flap control system was conducted in accordance with the Cessna 207 series service manual and no abnormalities were observed. The flaps functioned normally during the operational check.