19990211009069A

(.19) On February 11, 1999, at 2345 Alaska standard time, a Beech 1900C, N31240, was destroyed when it collided with terrain 4.1 nautical miles north of the saint mary's airport, saint mary's, Alaska. The solo airline transport pilot sustained serious injuries. The all cargo flight was operated under 14 CFR part 135 by Alaska central express inc., of anchorage, Alaska, as flight 91 from anchorage to saint mary's. the flight departed anchorage at 2145. Instrument meteorological conditions prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan was filed. The flight was cleared for the loc/dme 16 approach at 2325. The last radar contact with the airplane was 2340, about 10 miles north of the airport, executing the procedure turn for the approach. The flight was reported overdue at 2355. An emergency locator transmitter (ELT) was received by satellite at 0100. The wreckage and pilot were located about 0400 by searchers on snow machines. The airplane had broken into three sections, and both pilot seats were found 50 feet in front of the cockpit section. The airplane came to rest about 1/4 mile east of the localizer centerline, about the same elevation as the airport. (.4) the airline transport pilot was cleared for the localizer approach. The airplane impacted the ground 3.2 nautical miles from the runway threshold. The minimum descent altitude (mda) for the approach was 560 feet MSL, which is 263 feet above touchdown. Night, instrument meteorological conditions prevailed at the time of the accident. The surrounding terrain was flat, snow-covered, and featureless. The reported weather was 200 feet overcast, 1 1/2 miles visibility in snow, and winds of 12 knots, gusting to 32 knots. The pilot reported he was established on the final approach course, descending to the mda, and then woke up in the snow. He said he did not remember any problems with the airplane. No preaccident mechanical anomalies were discovered with the airplane during the investigation. The airport has high intensity runway lights, sequenced flashing lead-in lights, and visual approach slope indicator lights. All airport lights and navigation aids were functioning. The airplane was not equipped with an autopilot. Captains have the option of requesting a copilot, but, the captain's pay is reduced by a por tion equal to one-half the copilot's pay. The pilot had returned from the previous nights trip at 0725. He had three rest periods, four hours, two hours, and five hours 15 minutes, since his previous nights flight. Each rest period was interrupted by contact with the company. The company indicated that it is the pilot's responsibility to tell the company if duty times are being exceeded. 14 CFR 135.267 states, in part: '(d) each assignment ... Must provide for at least 10 consecutive hours of rest during the 24 hours that precedes the planned completion of the assignment.'