N207SP

HISTORY OF FLIGHT

On June 27, 1997, about 1633 Alaska daylight time, a Cessna 207A airplane, N207SP, collided with a commercial radio antenna tower, about 3.85 nautical miles east of Nome, Alaska. The airplane was being operated as a visual flight rules (VFR) scheduled passenger flight under Title 14 CFR Part 135 when the accident occurred. The airplane, operated as Flight 241 by Olson Air Service, Nome, was destroyed. The certificated commercial pilot, and the sole passenger, received fatal injuries. Instrument meteorological conditions prevailed. A VFR flight plan was filed, and VFR company flight following procedures were in effect. The flight originated at the Brevig Mission airstrip, Brevig Mission, Alaska, about 1525.

The airplane departed Nome for a flight to Brevig Mission at 1448. The pilot filed a VFR flight plan that listed a total flight time of 1 1/2 hours. At that time, the cloud cover at the Nome airport was reported as 400 feet broken, 1,200 feet overcast, and the visibility was 10 miles. About 1600, the pilot called company flight following personnel on the radio to provide an estimated time of arrival (ETA) to Nome. The pilot indicated to the flight follower that the weather conditions were not ideal, and he was about 10 to 15 minutes from landing at Nome.

At 1603:54, the pilot contacted the Nome Automated Flight Service Station (AFSS), and reported he was 10 miles north of the airport. The pilot requested a Special Visual Flight Rules (SVFR) clearance into the Class E surface area for landing. Numerous VFR traffic and instrument flight rules (IFR) traffic were operating in and around the Nome airport. The pilot was advised to maintain VFR conditions, and remain clear of the surface area. He was provided with an airport advisory with cloud cover conditions of 300 feet overcast, and a visibility of 4 miles in mist.

At 1609:53, the Nome AFSS specialist contacted the accident airplane and requested a position report. The pilot indicated he was 6 miles north of the Nome VOR, over the Nome River. At 1616:22, the pilot was provided with an update by the AFSS specialist concerning sequencing the flight into the surface area. The pilot requested the current weather conditions, and he was told the cloud conditions were 300 feet overcast, with a decrease in visibility to 3 miles in mist.

At 1629:26, the AFSS specialist contacted the accident airplane and stated: "Cessna 207SP, Nome Radio, clearance follows. ATC clears Cessna 7SP to enter the Nome surface area, maintain special VFR conditions at or below 2,000 while in the surface area. Report landing complete." At 1630:29, the AFSS specialist inquired from the pilot his intended runway for landing. The pilot replied: "I'll plan 20 at this time, then I may change as we get a little bit closer for 02." At 1631:47, the pilot contacted the AFSS and requested the current weather conditions. The AFSS specialist stated: "Cessna 7SP, Nome Radio, ah standby, new special coming out right now --- Cessna 7SP ah Nome Radio, 0030 special just come up, visibility 1 in mist, ceiling 300 overcast, temperature 7, altimeter 30.19, winds are currently 150 at seven." The pilot acknowledged the information, and no further communication was received from the pilot.

At 1633:15, a single tone similar to an Emergency Locator Transmitter (ELT) signal, was heard by the AFSS personnel.

A witness reported he was traveling in the area east of the radio tower, and observed an airplane flying about 150 to 200 feet above the ground. He described thick fog in the area, and about 5 minutes after seeing the airplane, he heard sirens responding to the accident scene. A second witness, located on the roadway just south of the tower, reported he did not initially see the accident airplane. He heard an airplane engine suddenly increase, and then the sound of an impact. At the same time, a momentary sound of static was produced on the witnesses' FM radio. The witness then observed the accident airplane descending, and rolling inverted before colliding with the ground. The witness reported low clouds obscured the tops of nearby power poles.

The accident occurred during the hours of daylight at latitude 64 degrees, 29.141 minutes north, and longitude, 165 degrees, 18.580 minutes west.

OTHER DAMAGE

A commercial radio antenna tower was destroyed.

CREW INFORMATION

The pilot held a commercial pilot certificate with airplane single-engine land, and multi-engine land ratings. The most recent second-class medical certificate was issued to the pilot on May 12, 1997, and contained no limitations.

According to the operator, at the time of the accident, the pilot's total aeronautical experience consisted of about 1,745 hours, of which about 200 hours were accrued in the accident airplane make and model. In the preceding 30 days prior to the accident, the operator listed a total of 69 hours, all of which was accrued since the pilot joined the company.

The pilot was initially hired by the operator on June 3, 1997. At that time, the pilot reported he had accrued 1,650 hours of total aeronautical experience. His pilot-in-command experience consisted of 1,500 hours in single-engine airplanes, 10 hours in multi-engine airplanes, 400 hours at night, 20 hours of actual instrument flight, and 100 hours of simulated instrument flight.

The Director of Operations (DO) reported their company airplanes are equipped for instrument flight. The pilot received a company orientation flight from the DO on June 5, 1997, and 2 hours of instrument flight training on June 8, 1997.

The pilot completed his initial training, and received a CFR Part 135 check ride, including an instrument proficiency check on June 9, 1997, from a company check airman. At the time of the accident, the operator utilized FAA authorized check airman from other operators.

The pilot had previously been employed in western Alaska since August, 1996, by two previous employers, both of which did not operate from the Nome airport. Based on previous CFR Part 135 employment, the pilot's initial company indoctrination training was reduced from 24 hours to 12 hours. On June 10, 1997, the pilot completed 5.8 hours of initial company operating experience.

A review of the operator's flight report for the accident date, revealed the pilot had utilized a SVFR clearance on an earlier flight in the day.

AIRCRAFT INFORMATION

The airplane had accumulated a total time in service of 12,802.5 hours. The airplane was maintained under an approved maintenance inspection program, and the most recent inspection was accomplished on June 22, 1997, 31.9 hours before the accident. The colors of the airplane included a white fuselage with blue paint on the wings.

The engine had accrued a total time in service of 6,424 hours, and 894.2 hours since a major overhaul on July 30, 1996. The maintenance records note the number 1 engine cylinder, and the number 1 magneto, were replaced on June 22, 1997.

The airplane will cruise about 120 knots. At that speed, excluding any wind, the airplane will travel about 203 feet per second. One nautical mile will be covered in about 30 seconds.

METEOROLOGICAL INFORMATION

A weather forecast for the northern half of Alaska, including the southern Seward Peninsula, and eastern Norton Sound, was issued on June 27, 1997, at 1145, and was valid until 2400. The forecast included an AIRMET, valid until 1800. The AIRMET stated: "Instrument Flight Rules (IFR) conditions and mountain obscuration; temporary ceilings below 1,000 feet. Visibility below 3 statute miles in mist, light drizzle and mist."

The forecast was reporting, in part: "Tops of the clouds, 2,000 feet; no change. Otherwise, scattered clouds at 500 feet, scattered clouds at 4,000 feet, broken clouds at 6,000 feet, tops of clouds 11,000 feet. Increasing layers above, to 25,000 feet. The outlook, valid from June 28, 1997, at 0000 to 1800; IFR, ceilings from rain and mist. Turbulence; isolated moderate turbulence below 6,000 feet. Icing and freezing level; temporary light rime icing in clouds, 8,500 to 16,000 feet. Freezing level, 8,500 feet."

The closest official weather observation station is Nome, Alaska, which is located about 3.85 nautical miles west of the accident site. On June 27, 1996, at 1555, an aviation routine weather report (METAR), was reporting in part: Wind, 140 degrees (true) at 5 knots; visibility, 4 statute miles in mist; sky condition and clouds, 300 feet overcast; temperature, 46.4 degrees F; dew point, 42.8 degrees F; altimeter, 30.19 inHg; remarks, eight-eighths stratus cloud coverage.

At 1612, a METAR was reporting in part: Wind, 140 degrees (true) at 5 knots; visibility, 3 statute miles in mist; sky condition and clouds, 300 feet overcast; temperature, 44.6 degrees F; dew point, 42.8 degrees F; altimeter, 30.19 inHg.

At 1626, a special weather observation was reporting in part: Wind, 140 degrees (true) at 6 knots; visibility, 2 statute miles in mist; sky condition and clouds, 300 feet overcast; temperature, 44.6 degrees F; dew point, 42.8 degrees F; altimeter, 30.19 inHg.

At 1630, a special weather observation was reporting in part: Wind, 150 degrees (true) at 6 knots; visibility, 1 statute mile in mist; sky condition and clouds, 300 feet overcast; temperature, 44.6 degrees F; dew point, 42.8 degrees F; altimeter, 30.19 inHg; remarks, RVR not available.

At 1634, a special weather observation was reporting in part: Wind, 130 degrees (true) at 6 knots; visibility, 5/8 statute mile in mist; sky condition and clouds, 200 feet overcast; temperature, 44.6 degrees F; dew point, 42.8 degrees F; altimeter, 30.19 inHg; remarks, RVR not available.

At 1650, a METAR was reporting in part: Wind, 140 degrees (true) at 7 knots; visibility, 1/4 statute mile in fog; sky condition and clouds, 100 feet overcast; temperature, 46.4 degrees F; dew point, 42.8 degrees F; altimeter, 30.18 inHg; remarks, RVR not ...