Cessna 340 accident near Blakely Island, Washington, October 2, 2003
On October 2, 2003 at about 11:00 pm local time, a Cessna 340, registered N2695S, was substantially damaged in an accident near Blakely Island, Washington (Blakely Island airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for downdrafts on final approach resulting in an excessive descent rate on short final. Factors include downdrafts off the approach end of the selected runway, and low clouds/fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2003 · about 11:00 pm local time
- Place
- Blakely Island, Washington · Blakely Island · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 340 · all 340s on the register
- Registration
- N2695S · no longer on the register · serial 340A-0772
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
When the pilot took off from Roche Harbor, the ceiling was about 700 feet above the ground (AGL), and remained so along his route. When he got to Blakely Island, he found the area near the north end of the runway was covered with low-level stratus clouds. Although he desired to land on runway 19, since the clouds were near the north end of the runway, he elected to proceed to the south end of the airport and land to the north. While on short final for runway 01, the aircraft encountered an area of downdrafts. Although the pilot added power and tried to adjust the sink rate, his remedial actions were insufficient to keep the aircraft from landing very hard just off the end of the paved surface. When the aircraft contacted the terrain, the landing gear collapsed, the wings were bent upwards, and the aircraft slid onto the paved runway surface and ultimately came to a stop. According to the pilot, there did not seem to be any problems with the aircraft's engines or flight control systems. The pilot further stated that because of the known turbulent air and downdrafts off the south end of the runway, of the "several hundred" landings he has made at Blakely Island, only a few have been on runway 01.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,500 hours in all; 3,500 in this make and model; 45 in the last 90 days; 30 in the last 30 days
- Last flight review: January 4, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,800 hours
- Last inspection: annual inspection, June 6, 2003; 40 hours since
- Maximum gross weight: 6,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520NB (piston); 0 hours total
The flight
- Departed from: W39 Roche Harbor WA at 10:30 pm
- Destination: 38WA Blakely Island WA
- Flight plan: none
- Runway 01, 2,200 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 1.5 statute miles
- Sky: overcast at 700 ft
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.