KODIAK, AK, USA
N7300R
CESSNA A185F
The commercial certificated pilot was conducting an on-demand air taxi flight with three passengers and cargo, and was maneuvering a float-equipped airplane for landing at a remote lake. A ground witness reported that he observed the airplane in a left bank near the end of the lake. He said the airplane began a left turn with about a 30 degree, nose-up attitude, about 75 feet above the ground, and he thought the airplane was going to stall. The airplane descended toward the ground in a nose-down attitude, and disappeared from his view behind trees. The witness found the airplane, nose down, with the contents of the airplane, except for several small propane bottles and matches, retained inside the airplane. The pilot reported that upon approach to landing, 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, and was burbling over a hill to the northeast of the lake. An FAA inspector, assisted by Coast Guard personnel, collected and weighed the cargo contents of the airplane. The cargo, consisting of camping and fishing equipment, including personal possessions, totaled 430 pounds. The combined weight of the pilot and passengers totaled 828 pounds. The fuel weight was calculated as 240 pounds. The airplane's gross weight was 3,350 pounds. At the time of the accident, the airplane's weight was calculated as 3,716 pounds. The accident airplane was equipped with two front seats, and was configured for the installation of two individual, second row seats. No second row seats were found in the airplane or at the scene. The attaching screws for the rear seats were found in a pouch behind the pilot's seat. No cargo restraints were found in the airplane. The company operations manual contains a statement indicating that overloaded aircraft would not be tolerated. Wind conditions reported at the closest official weather observation station, 30 miles away, indicated 020 degrees at 3 knots. The ground witness did not recall any significant wind conditions at the scene. Examination of the airplane did not reveal evidence of any pre-impact mechanical discrepancies.
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 removal without special tools. The inboard, vertical portion of each cushion frame rests on the airplane's cabin floor. Each bottom seat frame has a removable tubular metal seat back cushion frame that is inserted vertically into the aft side of the bottom frame. The rear seat lap belts are attached to the floor of the airframe. According to the airplane's weight and balance records, dated June 4, 2000, the empty weight, with floats, was 2,235 pounds. The records indicated the airplane, with floats, had a maximum gross weight of 3,350 pounds, and the useful load was 1,115 pounds. The weight of the two individual second row seats was listed as 16.9 pounds. METEOROLOGICAL INFORMATION The closest official weather observation station is Kodiak, located 30 nautical miles east of the accident site. At 1653, an Aviation Routine Weather Report (METAR) was reporting in part: Wind, 020 degrees (true) at 3 knots; visibility, 10 statute miles; clouds and sky condition, 5,500 feet scattered, 20,000 feet broken; temperature, 63 degrees F; dew point, 42 degrees F; altimeter, 29.82 inHg. The ground witness reported he did not recall any significant wind conditions at his cabin. In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the pilot, the pilot indicated the wind was from the north at 20 to 25 knots, and there was light turbulence. COMMUNICATIONS After the airplane departed King Salmon, no further communications were received from the accident airplane. A transcript of the air to ground communications between the airplane and the King Salmon Flight Service Station is included in the public docket of this accident. WRECKAGE AND IMPACT INFORMATION The National Transportation Safety Board investigator-in-charge (IIC), along with an FAA inspector, examined the airplane wreckage at the accident site on August 28, 2002. The airplane came to rest in an area of about 50 to 60 foot tall aspen and birch trees, with the upper portion of the fuselage oriented on a magnetic heading of 315 degrees. (All heading/bearings noted in this report are oriented toward magnetic north.) All of the airplane's major components were found at the main wreckage area. Several trees were broken about 20 feet above the ground. At the point of impact, the airplane was resting on about a 57 degrees nose-down attitude, about 300 yards from a stream at south end of Uganik Lake. The left wing was fractured at its attach points and displaced downward and forward. The leading edge at the tip had an area of aft semicircular crushing and upward curling, and aft compression with diagonal aft folding of the leading edge from the tip to the inboard end of the aileron. The aileron remained attached to the wing and was bent midspan in a "V" shape. The left flap assembly was broken from its attach points, and its flap track assembly was peeled aft, away from the wing. The flap actuator rod was broken. Blue colored fuel was found in the left wing fuel tanks. It was free of any visual contaminants. The right wing remained attached to its attach points. It had aft denting of the leading edge, outboard of the outboard fuel cap, along with generalized denting. The leading edge from the fuel cap to the tip, was crushed aft. The position light assembly, at the outboard end of the wingtip was broken away from the wing. The right wing aileron remained attached to its attach points. The trailing edge of the right flap was displaced downward from the aft edge of the wing. A measurement of the angle of displacement was about 20 degrees. The left side of the fuselage had buckling at the left cargo door, and the upper portion of the fuselage was torn open along the rivet line from the aft edge of the cargo door, over the top of the fuselage to the right rear window. The empennage was buckled downward at the forward end of the vertical stabilizer attach point, and was displaced slightly to the left. The vertical stabilizer, horizontal stabilizer, elevator, and rudder sustained minor denting. The right side of the fuselage, just aft of the right door rear post, was penetrated by a tree branch, angling from the right front to the right rear portion of the fuselage. Due to the impact damage, the flight controls could not be moved by their respective control mechanisms. Flight control system cable continuity was established to the point of impact related damage. The mechanical flap lever actuator rod/button was broken out of the flap handle in a forward direction. At the point of rest, the left float assembly was fractured from its fuselage attach points, and was resting about vertical. The forward portion of the float was crushed aft and bent upward about 45 degrees, about mid point. The right float assembly was broken from its fuselage attach points and was positioned flat on the ground, displaced upward, away from the fuselage point of rest. The float had numerous dents and an upward bend about 4 feet aft of the bumper. The bumper was crushed aft and upward, and displaced to the left. The main cabin area of the fuselage was bent upward and crushed aft, and displaced slightly to the right from the aft end of the tail assembly. The engine and firewall were crushed aft and bent upward at the top of the firewall. The upper portion of the wing carry through assembly was crushed downward and bent forward toward the bottom of the windshield. The propeller assembly was broken from the engine crankshaft. One propeller blade had leading edge gouging, chordwise scratching, torsional twisting, and aft bending. The engine sustained impact damage to the underside and front portion of the engine. Four of the six top engine massive electrode sparks plugs were removed and examined. They each were dry and had a gray appearance. The engine fuel manifold diaphragm was undamaged. Fuel was present in the manifold. The manifold screen was free of contaminants. An FAA inspector, assisted by Coast Guard personnel, collected and weighed the cargo contents of the airplane. The cargo, consisting of camping and fishing equipment, including personal possessions, totaled 430 pounds. The personal weights of the passengers were documented by hospital records, and funeral record
The pilot's failure to maintain adequate airspeed and his operation of the airplane in an over gross condition. A contributing factor was noncompliance with written company weight and balance procedures.
Source: NTSB Aviation Accident Database
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