N67941

HISTORY OF FLIGHT

On November 8, 1992, at 1820 Alaska standard time, a wheel equipped Cessna 402C airplane, N67941, registered to and operated by Baker Aviation Inc. of Kotzebue, Alaska, crashed into a mountain while en route from Kiana, Alaska, to Selawik, Alaska. The air taxi flight, operating under 14 CFR Part 135, originally departed Kotzebue on a round robin flight with stops at Noorvik, Kiana, Selawik, and returning to Kotzebue. The flight last departed Noorvik and overflew Kiana due to runway conditions. A company visual flight rules flight plan was in effect and visual meteorological conditions prevailed throughout the valleys but the mountaintops were obscured by clouds. The Airline Transport Certificated Pilot and the two passengers were fatally injured and the airplane was destroyed by impact forces.

According to the company, the airplane overflew Kiana due to unplowed runway conditions and was proceeding to Selawik along the winter snowmobile trail. The airplane never reached Selawik and the wreckage was located on November 9, 1992, approximately 3 miles east of the trail on the Selawik 314 degree radial at 17 miles (DME).

INJURIES TO PERSONS

The Pilot in Command and the two passengers received fatal injuries as a result of the impact.

DAMAGE TO AIRCRAFT

The airplane was destroyed by impact forces. There was no evidence of pre or post impact fire.

PERSONNEL INFORMATION

The 40 year old Pilot in Command was the holder of an Airline Transport Pilot Certificate, number 2374079, with an Airplane Multiengine land rating. He also held Commercial Privileges for Airplane Single Engine Land. The Airline Transport Pilot Rating was issued on September 8, 1989. According to the Airmen Certification Branch, Federal Aviation Administration (FAA), Oklahoma City, Oklahoma, the Pilot in Command was also the holder of a Flight Instructor Certificate with Airplane single and Multiengine and Instrument Airplane ratings. The Flight Instructor Certificate was issued on August 21, 1991. The Flight Instructor Certificate was renewed through the Pilot's attendance at a FAA approved Jeppesen Sanderson Flight Instructor Refresher Clinic conducted on July 29, 1991. He was also the holder of a Advanced Ground Instructor Certificate, number 370506755, issued on May 16, 1985, and an Airframe and Powerplant Mechanic Certificate, number 2380750, issued on September 19, 1987.

According to the Aeromedical Certification Division of the FAA, the Pilot in Command was the holder of a First Class FAA Medical Certificate, with no limitations, issued on April 20, 1992. However, according to Baker Aviation pilot records, it contained a photocopy of a First Class FAA Medical Certificate dated November 2, 1992, 6 days prior to the accident.

According to Baker Aviation pilot records, the Pilot was hired on December 14, 1990. The record also shows that as of July 16, 1992, the Pilot in command had a total flight time of 4528 hours with 4394 hours as Pilot in Command. The records show an entry of 0 hours for second in command. He had a total of 1747 hours of multiengine time with 912 hours in the Cessna 402 series. He had a total of 368 hours of instrument time, 131 hours of hood and 237 hours of actual instrument.

According to the Baker Aviation Crewmember Assignment Record, the Pilot in Command failed a checkride in the Cessna 402 on June 26, 1992. A review of the FAR Part 135 Airman Competency/Proficiency Check Sheet (Checkride Sheet), the Pilot in Command received unsatisfactory marks under the Instrument Procedures section for Holding, ILS Approaches, VOR Approaches, and Missed Approaches. Furthermore, the Check Airman who was administering the checkride to the Pilot in Command, was also being examined by a Federal Aviation Administration (FAA) Flight Standards Inspector. The Check Airman, Victor Olsen, received a satisfactory grade. The records also contained another Checkride Sheet, also dated June 29, 1992, which showed that the Pilot in Command satisfactorily passed all elements of the Checkride. He was reassigned to Pilot in Command duties on June 29, 1992.

The Pilot's records also show that the Pilot in Command received recurrent training in the Cessna 402 airplane on June 26, 1992, however, the record did not show whether the training was before or after the failed checkride. The records further show, under the Baker Aviation Inc. Traingina Dates and Records Review form, that the Pilot in Command received ground training for the Cessna 402 in the Month of May, 1992, and flight training in the Cessna 402 in the month of June 1992. There was no information indicating whether any of that flight training was before or after the failed checkride.

TOXICOLOGICAL RESULT

Results of the toxicological tests were found to be negative.

AIRCRAFT INFORMATION

The airplane records were examined by John Gamble, FAA Inspector, FSDO 01, Fairbanks, Alaska, and the records were found to show no unusual entries or anomalies. The airplane was last inspected on October 27, 1992 during a 100 hour inspection. The airplane had a total airframe time of 7971.0 hours and had flown 67.1 hours since that inspection. The engines were inspected during the 100 hour inspection. The left engine had a total time of 234.0 hours and the right engine had a total time of 62.6 hours.

METEOROLOGICAL INFORMATION

According to information provided by Baker Aviation through the Duats Weather Information Service, the area synopsis for the Western and Southern Seward Peninsula, the Lower Kobuk Valley and Eastern Norton Sound, called for 1000 to 2000 foot scattered to broken clouds, 3000 to 5000 foot scattered to broken clouds with layers to 24,000 feet with occasional 1000 to 2000 foot overcast conditions with 3 to 5 miles of visibility with light snow, blowing snow and fog. Outlook was for Marginal Visual Flight Rules due to ceilings and snow. It also stated Airmet Sierra was current for IFR conditions and mountain obscuration.

Airmet Sierra stated the following; Airmet Sierra for IFR/Mountain obscuration for St Lawrence Island, Western Norton sound, the Seward Peninsula and Eastern Norton Sound, occasional ceilings at or below 1000 feet and visibilities below 3 miles with light snow and blowing snow. Mountains occasionally obscured in clouds and precipitation.

Further information contained in the area synopsis stated that Sigmet Delta applied for severe conditions. Sigmet Delta 1 stated the following; within an area bounded by the MCG-120 NM NW, the OTZ-120 NM N, the BTT- FYU-60 NM W, ORT-80 NM S, ENN-90 NM W, TKA-MCG...severe turbulence within 3000 feet above ground level especially near rough terrain and mountain passes is forecast. Low level wind shear possible on leeward side of higher terrain. Conditions continuing and moving eastward after 0250 UTC. The icing condition information was contained in the AIRMET and it called for occasional moderate rime icing below 15,000 feet with occasional moderate mixed icing in clouds and precipitation below 6000 feet.

According to the Alaska State Trooper report, the Flight Service Station advised them that the local weather forecast called for severe turbulence below 5000 feet with low level wind shears and icing in the lower Kobuk Valley. There were no reports of turbulence in the area. Pilots in the area reported light snow and 4 miles of visibility at Kiana. Other reports showed a 2500 foot ceiling and 20 miles of visibility at Noorvik and a 2000 foot ceiling and 20 miles of visibility at Selawik. The report also states that a Army National Guard Blackhawk Helicopter was able to locate an Emergency Locator Beacon but was unable to reach the site due to low clouds and ground fog.

There are no weather official FAA weather reporting facilities at Kiana, Noorvik, or Selawik.

AIDS TO NAVIGATION

The route of flight according to the FAA FSS flight plan information was from Kotzebue to Noorvik, to Kiana, to Selawik and return to Kotzebue. The only navigational aids available along the route of flight were a VOR/DME at Kotzebue, located approximately 56 nautical miles west of the accident site, and a VOR/DME at Selawik, located approximately 18 nautical miles southeast of the accident site. There are no Federal Airways or routes established between Kotzebue, Noorvik, and Kiana. There is a Federal Airway between Selawik and Kotzebue. The airway, Victor 531, has a minimum obstruction clearance altitude of 2500 feet above mean sea level. The airway passes within 14 nautical miles south of the accident site.

WRECKAGE AND IMPACT INFORMATION

The on site investigation, conducted on August 2, 1993, showed that the airplane impacted the side of Shelly mountain at the 1700 foot level on a magnetic bearing of 265 degrees. The initial impact marks showed that the airplane approached the slope at a 30 degree angle across the slope. The shape of the impact mark outlined the left wing, left engine, cabin section, and right engine by deep gouges in the terrain spaced in such a manner that the gouges matched the proximate locations of the engines and fuselage. The wreckage path from the impact marks to the airplane's resting place was strewn with parts from the wings, cabin interior, engine and flight instruments, and propeller blade pieces and hubs. The left side of the impact mark contained pieces of a propeller blade which were identified to have come from the left engine propeller. There were no other visible ground scars or marks between the initial impact mark and the airplane wreckage. The wreckage path was approximately 300 foot in length and was approximately 50 feet below the peak of Shelly Mountain.

The slope of Shelly Mountain in the vicinity of the accident site was measured at 28 degrees downslope. The ground was covered with rocks and gravel which had grass growing sporadically throughout the area. The mountain is above the tree line. At the time of the acciden...