Cessna 208B N4704B

Summary

On 26 November 1996 at about 15:01 local time, a Cessna 208B registered N4704B was involved in an accident near Bethel, Alaska, United States. One person was on board and one died. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

26 November 1996 at 15:01

Classification

Accident

Location

Bethel, Alaska, United States

Nearest airport

Bethel (BET)

Coordinates

60.8104, -161.8500

Aircraft

Cessna 208B

Registration

N4704B

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 135: Air Taxi & Commuter

Purpose of flight

Unknown

Phase of flight

Not recorded

Route

Unknown → Kwigillingok

Aircraft damage

Destroyed

Weather

VMC

Light

Day

NTSB number

ANC97FA008

1 person died.

failure of the pilot to maintain control of the airplane, while maneuvering to reverse direction after takeoff, after encountering an undetermined anomaly. The undetermined anomaly was a related factor.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot was departing on a cargo flight. Just after takeoff, a company dispatcher attempted to contact the pilot by radio. The pilot replied, 'stand by.' No further communication was received from the pilot. The airplane was observed by ATC personnel in a left turn back toward the airport at an estimated altitude of 200 feet above the ground. The angle of bank during the turn increased, and the nose of the airplane suddenly dropped toward the ground. The airplane struck the ground in a nose and left wing low attitude about 1 mile west of the airport. The terrain around the airport was relatively flat, snow covered tundra. The airplane was destroyed. A postaccident examination of the engine did not reveal any mechanical malfunction. Power signatures in the engine indicated it was developing power. A postaccident examination of the propeller assembly revealed one of three composite blades had rotated in its blade clamp 17/32 inch; however, the propeller manufacturer indicated blade contact with the ground would try to drive the propeller from a high blade angle toward a low blade angle. Movement toward a low blade angle would compress the propeller feathering springs, while movement toward a high blade angle would result in a hydraulic lock condition as oil in the system is compressed. The propeller manufacturer indicated they had no reports of composite blade slippage in the blade clamps.

Quoted verbatim from the NTSB record.