The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Boston, Massachusetts
Textron Aviation; Wichita, Kansas
Cape Air; Hyannis, Massachusetts
APA - Union; Bar Harbor, Maine
Hyannis Air Service Inc operating as Cape Air
Location: Provincetown, MA
Accident Number: ERA21FA354
Date & Time: September 9, 2021, 16:00 Local
Registration: N88833
Aircraft: Cessna 402C
Injuries: 7 Serious
Flight Conducted Under: Part 135: Air taxi & commuter - Scheduled
On September 9, 2021, about 1527 eastern daylight time, a Cessna 402, N88833, was substantially damaged when it was involved in an accident near Provincetown, Massachusetts. The pilot and the six passengers were seriously injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 135 as a scheduled passenger flight.
The flight was being operated by Cape Air (flight 2072) and was on an instrument flight rules flight plan from Boston-Logan International Airport (BOS), Boston, Massachusetts to Provincetown Municipal Airport (PVC), Provincetown, Massachusetts. The flight departed BOS about 1504.
The pilot was cleared by air traffic control for the ILS RWY 7 instrument approach procedure into PVC. Another Cape Air pilot was holding short of runway 25, waiting for the accident airplane to land. He said the captain of accident airplane contacted him over the airport’s common traffic advisory frequency to ask if the airport lights were on. The pilot holding short responded that the lights were on, that the visibility had improved, and that the rain was subsiding.
The pilot holding short first saw the accident airplane after it had landed and was about halfway down the 3,502-ft-long runway. As the airplane got closer to his position, he could tell that it was traveling “a little faster than it should be.” The pilot could not estimate the airplane’s speed, but it was traveling faster than he would have expected, and he knew it would not have room to stop on the remaining runway. The airplane then took off and entered a slow climb. The pilot holding short said the attitude of the airplane appeared normal, but it was climbing slower than he thought it should. The airplane cleared the localizer antennas at the far end of the runway, then the perimeter fence, before it struck trees. The airplane disappeared into the trees, and he then saw a ball of flames.
A preliminary review of airport surveillance video revealed it was raining heavily at the time the accident airplane landed. As the airplane touched down on the runway, a splash of water was observed. During the landing rollout, as the airplane passed the airport’s windsock, the windsock’s movement was consistent with the airplane landing with a tailwind. The airplane then began to climb as it neared the end of the runway. The airplane entered a shallow climb and collided with trees. The airplane disappeared into the trees and shortly after a large fireball was observed.
Examination of the accident site revealed that the airplane came to rest upright approximately 200 ft from its initial contact with the trees. A postimpact fire consumed portions of the left and right wings. All major components of the airplane were accounted for at the accident site. The airplane was retained for further examination.
The pilot held an airline transport pilot certificate with a rating for airplane multiengine land. He also held a commercial pilot certificate with a rating for airplane single engine land. In addition, the pilot held a flight instructor certificate with ratings for single and multiengine airplanes, and instrument airplane. His most-recent Federal Aviation Administration first-class medical certificate was issued on April 2, 2021. The pilot reported a total of 17,617 flight hours, of which, 10,000 hours were in the Cessna 402.
The weather conditions reported at PVC at 1537 included wind from 210 degrees at 10 knots, visibility 3 miles in heavy rain and mist, few clouds at 200 ft, an overcast ceiling at 500 ft, temperature 21 degrees C, dewpoint 21 degrees C, and a barometric altimeter setting of 29.79 inches of mercury.
Aircraft and Owner/Operator Information
Aircraft Make: Cessna
Registration: N88833
Model/Series: 402C
Aircraft Category: Airplane
Amateur Built:
Operator:
Operating Certificate(s) Held: On-demand air taxi (135), Fractional ownership
Operator Designator Code: HYIA
Meteorological Information and Flight Plan
Conditions at Accident Site: IMC
Condition of Light: Day
Observation Facility, Elevation: PVC,8 ft msl
Observation Time: 15:37 Local
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 21°C /21°C
Lowest Cloud Condition: Few / 200 ft AGL
Wind Speed/Gusts, Direction: 10 knots / , 210°
Lowest Ceiling: Overcast / 500 ft AGL
Visibility: 3 miles
Altimeter Setting: 29.79 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Boston, MA (BOS)
Destination: Provincetown, MA
Wreckage and Impact Information
Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 6 Serious
Aircraft Fire: On-ground
Ground Injuries:
Aircraft Explosion: On-ground
Total Injuries: 7 Serious
Latitude, Longitude: 42.075993,-70.211744
PROVINCETOWN, Massachusetts — “It’s been a tough four days,” said Cape Air founder and CEO Dan Wolf on Monday afternoon. “This is incredibly hard.”
He had just conducted a Zoom meeting for all of his employees to talk about the accident that had happened on Thursday, September 9, when Cape Air Flight 2072 from Boston attempted to land in Provincetown in a rainstorm and ended up in the woods off Race Point Road in flames.
No one was killed. The plane, one of Cape Air’s vintage Cessna 402Cs, was carrying six passengers along with the pilot, Pieter Dijkstra, 51, of Appleton, Maine. All seven escaped from the burning plane and were taken to Cape Cod Hospital. Dijkstra, along with three or four of the passengers, according to unconfirmed reports, were moved to the burn unit at Mass. General Hospital in Boston. Only one of the passengers has been identified: Autumn Kerr of Sylvania, Ohio, who was interviewed on television outside Cape Cod Hospital on the night of the accident. She said her traveling companion, whom she did not name, was still inside. Kerr suffered second-degree burns, the Cape Cod Times reported. The conditions of the pilot and the other passengers are not known.
The plane had taken off at 7:11 a.m. on September 9 from Knox County Regional Airport in Owls Head, Maine and landed at Logan Airport in Boston at 8:12 a.m., according to online flight data. It left Logan for the 25-to-30 minute trip to Provincetown at 3:04 p.m. The plane was scheduled to return to Boston and then to Knox County Regional Airport that night. The pilot’s name was reported by the Courier-Gazette in Knox County where he lives, not by Cape Air or any of the officials on Cape Cod.
Wolf would not speculate on the cause of the accident, citing an ongoing investigation by the National Transportation Safety Board, the Federal Aviation Administration, and the Massachusetts Department of Transportation Aeronautics Division. But he outlined what was known about the circumstances.
“It was about 3:30 p.m.,” said Wolf. “The pilot made the normal approach to Runway 7. He tried to abort the landing and impacted the trees at the far end of the runway. We don’t know why. It was not great weather that day — there was moderate to heavy rain. But we can’t say that weather was a contributing factor.”
Wolf’s description of the aborted landing attempt appeared to corroborate what passenger Kerr told WCVB-TV in the interview: “We were obviously not going to land and picked back up,” she said. “All of a sudden, we just hit the ground in the trees and burst into flames in the front, and then the right side burst into flames.”
Robert Katz, a corporate pilot and flight instructor in Dallas, Texas with a keen interest in airline safety, believes that the weather conditions at the time of the accident probably were a factor, along with possible poor judgment on the part of the pilot. Studying records of the weather conditions at Provincetown Municipal Airport on the afternoon of September 9, Katz said he believed that the pilot was attempting to land with a tailwind, rather than into the wind, which would have been the normal procedure.
The ceiling at the time of the flight — that is, the height of the lowest clouds — was only 200 feet, said Katz. So the pilot would have been flying entirely by instruments until he was very close to the airport.
Katz also cited the length of the Provincetown runway as a factor.
“Of all the airports Cape Air flies to, Provincetown is probably the most challenging because of the length of the runway,” he said. “It’s only 3,500 feet long — the shortest in the region.”
Katz said he thinks the pilot may have realized too late that, because of the tailwind and the runway length, he had too little runway left as he was about to touch down and decided to abort the landing and pull up.
Another factor could have been the moderate to heavy rain at the time. The Cessna 402C does not have the ability to reverse its propeller thrust to aid in slowing the plane on landing. So it must rely entirely on the brakes. In very wet conditions, braking becomes much more difficult, said Katz.
Wolf said he did not think the length of the Provincetown runway was a problem. “From a safety standpoint,” he said, “the current runway is more than adequate. It’s not a short runway for the equipment we use.”
He suggested that lengthening the runway could have undesirable effects on the Outer Cape community. “The main reason you would want a longer runway is to serve bigger aircraft,” he said. “One of the conversations we’ve had over the years in Provincetown is why we don’t have more direct service to New York. Well, be careful what you ask for. There are all kinds of community issues around that.”
The plane involved in last week’s accident was built in 1980. Cape Air is in the process of replacing its aging fleet of Cessnas with the Tecnam P2012 Traveller. The airline has purchased 25 of the new planes thus far and has options to buy 85 more. Wolf is also hoping to acquire all-electric planes when they become available.
“The reason we’re doing a fleet replacement is economic, not for safety,” he said. “The Tecnam will be much more efficient to operate.”
The WCVB-TV interview with Kerr suggested that pilot Dijkstra had acted heroically in helping her out of the burning plane. She said she was trapped in her seat, unable to undo her safety belt. “I ripped the seat out and turned it around to use it like a shield from the flames,” she said. The pilot, who had escaped from the plane, returned to help her, she said: “I think that, because we were the last, he came back and unbuckled it. He looked pretty injured because I saw him on the gurney when I went to my ambulance.”
It will likely be at least three months before the FAA and NTSB issue their official report on the cause of the accident.
