N7300R

HISTORY OF FLIGHT

On August 27, 2002, about 1650 Alaska daylight time, a float-equipped Cessna A185F airplane, N7300R, sustained substantial damage when it descended into tree-covered terrain during a maneuvering turn for landing on Uganik Lake, about 30 miles west of Kodiak, Alaska. The airplane was being operated as a visual flight rules (VFR) cross-country on-demand passenger flight under Title 14, CFR Part 135, when the accident occurred. The airplane was operated by C-Air, King Salmon, Alaska. The commercial certificated pilot and one passenger received serious injuries. Two passengers received fatal injuries. Visual meteorological conditions prevailed. A VFR flight plan was filed from King Salmon, to Uganik Lake, Kodiak Island, and then a return to King Salmon. The flight originated at the King Salmon Seaplane Base, about 1527. The passengers were the owner and guests of a lodge in King Salmon.

At 1527, via radio, the pilot contacted the King Salmon air traffic control tower, which is a federal contract tower operated by Serco Management Services, Inc. The pilot stated, in part: "King Salmon tower, Cessna 00R, on the river with [ATIS information] Hotel, will be upstream, eastbound." The air traffic controller cleared the airplane for departure.

At 1532, the pilot filed a flight plan via radio with the Kenai Automated Flight Service Station (AFSS). He stated, in part, to the flight service station specialist: "Master [flight plan] on file, Cessna 185, off King Salmon to Uganik Lake, a round robin, will be four [persons] out, one [person] back, give me, show us three and half hours enroute, and I got four hours on the fuel..." The pilot then asked for Kodiak weather information, and the Kodiak forecast. The flight service specialist stated: "N00R, Kodiak last report, surface winds northeast 6 [knots], visibility, ten [miles], few clouds 2,000 [feet], ceiling 6,000 [feet] broken, 25,000 [feet] overcast. Terminal forecast, Kodiak, they say improving, surface wind picking up a little bit, northeast 9 [knots], gusts 15 [knots], visibility unrestricted; 3,500 [feet] scattered, 6,000 [feet] broken, 9,000 [feet] broken, by seven this evening becoming 6,000 [feet] scattered, 9,000 [feet] scattered."

A ground witness, staying in a cabin near the south end of Uganik Lake, reported that he observed the airplane fly overhead, and then enter a left bank near the south end of the lake. He said he saw the airplane begin a left turn with about a 30 degree nose-up attitude, about 75 feet above the ground. The witness reported that he thought the airplane was going to stall. The airplane descended toward the ground in a nose-down attitude, disappeared from his view behind trees, producing a "thump" type noise. The witness then made a "mayday" call on his personal, hand-held aircraft radio, and got into a small skiff and headed toward the accident site. He arrived at a beach area near the accident scene within about 10 minutes. He then began hiking toward the accident scene and met the surviving passenger who was walking toward the beach, out of an area of trees. The witness placed the passenger in his boat and returned to his cabin. The passenger had sustained a laceration on his forehead, and what appeared to be a broken arm. The passenger did not want to get out of the boat, and after getting some water, the passenger and witness returned to the beach area.

The passenger requested the witness check on the status of his friends. The witness then hiked to the accident scene, and found the airplane, nose down, in an area of trees. The witness reported the contents of the airplane were displaced forward, against the front seats. The contents of the airplane, except for several small propane bottles and matches, were still retained inside the airplane. The pilot was trapped in the airplane, and remained so until rescue personnel were able to extract him from the left front seat.

In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the pilot, the pilot included a description of the accident. He indicated that upon approach to landing, while turning to the east, the airplane entered an area of "tremendous sink." He said he applied full power and tried to arrest the sink, but the airplane continued to sink into the trees. He indicated the wind was blowing at an estimated 20 to 25 knots from the north. He described Uganik Lake as positioned in a deep valley surrounded by mountains, and he said the wind was burbling over a hill to the northeast of the lake.

Federal Aviation Administration (FAA) personnel notified the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) at 2012, that search and rescue personnel from the U.S. Coast Guard, Air Station Kodiak, were responding to a report of an airplane crash, and an emergency locator transmitter signal (ELT), in the area of Uganik Lake. The airplane was also reported overdue by the operator. A rescue helicopter crew located the accident site in an area of trees at the south end of Uganik Lake.

PERSONNEL INFORMATION

Pilot Information

The pilot held a commercial pilot certificate with airplane single-engine land, single-engine sea, and instrument airplane ratings. The most recent second-class medical certificate was issued to the pilot on February 26, 2002, and contained no limitations.

According to information contained in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the pilot, the pilot's total aeronautical experience consisted of about 5,000 hours, of which 2,500 were accrued in the accident airplane make and model.

Company Information

The accident airplane was registered to the company's director of maintenance. Review of the company's operations manual, revised June 25, 2002, revealed that the pilot was listed as owner, director of operations, and chief pilot. The company personnel listed as having operational control for flight operations were the owner and director of maintenance.

The weight and balance section of the company manual, stated, in part: "The pilot-in-command will either load, supervise or thoroughly inspect the loading of the aircraft to ensure that it is loaded in compliance with the aircraft limitations. Overloaded aircraft will not be tolerated by C-Air."

The duties of the pilot as listed in the pilot-in-command section of the company manual, included, in part: "5. Supervises loading and distribution of cargo and passengers and determines that weight and balance is within prescribed limitations... 6. Ensures cargo is properly secured and provisions for passenger comfort and emergency equipment is aboard."

The cargo operations section of the company manual stated, in part: "When cargo is carried in the cabin with passengers, the following limitations apply. 1. It is secured by means approved by the FAA. 2. It is carried in accordance with each of the following: A. It is properly secured by a safety belt or other tie down having enough strength to eliminate the possibility of shifting under normally anticipated flight and ground conditions. B. It is packed or covered to avoid possible injury to passengers (a cargo net will be used). C. It does not impose any load on seats or on the floor structure that exceeds the load limitations of those items. D. It is no located in a position that restricts the access to or use of any required emergency or regular exit, or the use of the aisle between the crew and passenger compartment. E. It is not carried directly above seated passengers. F. It is within the weight and balance limitations of the airplane."

AIRCRAFT INFORMATION

The airplane was equipped with a recording hour meter, contained within the engine rpm gauge. At the accident scene, the hour meter was indicating 1,058.8.

Examination of the maintenance records revealed that the operator tracked inspection intervals by the airplane's airspeed-activated hobbs meter. The most recent annual inspection was accomplished on March 3, 2002, at a hobbs meter of 317.3, with a total time for the airplane of 3,458.0 hours. In addition, a 100 hour inspection was completed on August 18, 2002, at a hobbs meter of 514.1, with a total time for the airplane of 3,654.1 hours.

The most recent 100 hour inspection of the engine was noted at a hobbs meter reading of 541.1 hours, which was listed as the amount of time since a major overhaul on November 16, 2000.

Due to the damage to the airplane, the hobbs meter was not observed during the on-scene accident investigation.

According to the manufacturer, at an engine power setting between 70 to 75 percent, the airplane has a fuel consumption rate between 14.7 and 15.6 gallons per hour.

In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the pilot, the pilot indicated there were 45 gallons of fuel on board at the last takeoff (King Salmon).

Examination of the maintenance records revealed that the operator installed Pee Kay C3500 floats on the airplane on June 4 , 2000. A review of Supplemental Type Certificate SA445CE, that covers the installation of Pee Kay floats, indicated a gross weight limit of 3,350 pounds.

The airplane was equipped with two front seats that travel fore and aft on floor mounted seat tracks. The front seat lap belts were attached to the frame of each seat. The front seat shoulder belts were attached to the upper door posts of the airframe and are integrated into the lap belt when clipped to the seat belt buckle.

The accident airplane was configured for the installation of two individual, second row seats that consist of removable, L-shaped tubular metal bottom cushion frames. When installed, the outboard, horizontal portion of each bottom cushion frame is attached to the vertical side of the fuselage, just aft of the front door, by threaded screws, know as pins, that each have a swivel handle to facilitate hand installation and...