20040920029619A

(-23) Synopsis: aircraft departed sit at approximately 1030 (all times are adt) for a 14 CFR part 135 on-demand flight bound for baranoff wilderness lodge located in warm springs bay on the east coast of baranoff island. The aircraft never arrived at the destination and after being reported overdue, a search was organized that involved the U.S. Coast guard, company aircraft, civil air patrol aircraft, and volunteers in aircraft and marine vessels. No ELT signal was received, and no evidence of the aircraft has been found to date. The search was officially cancelled after 10 days. This aircraft was scheduled to depart as a flight of two, but the accident aircraft had a dead battery that morning and was delayed while repairs were being made. At approximately 0930 the other aircraft, N60TF, departed as planned. Weather the pilot of the aircraft had received an over the counter weather briefing from sit fss earlier that morning, and at some point after the departure of N60TF he had called the flight service station and asked if they could contact N60TF and obtain a pilot report of weather along the route. A report was obtained from N60TF at 1023. The pilot reported from the area of peril strait to chatham strait, a ceiling of 500 down to 200 feet in places, visibility 2 statute miles, wind 140 degrees at 40 knots. According to the air traffic quality assurance specialist in the Alaska regional office, this information was passed along to the pilot of the accident aircraft via telephone shortly after the report was received. I am still awaiting the official accident report from air traffic, which I have been told will include a transcript of the radio and telephone conversations as well as a written statement from the specialist who relayed the information to the pilot of the accident aircraft. At 0953 the weather at sit was reported as wind from 110 at 16 knots gusts to 23, visibility 3 statute miles with rain, ceiling overcast at 2700 feet. In a telephone interview the pilot of N60TF reported that when he arrived at the lodge at approximately 1030 the lodge owner told him that erik had called requesting a weather report, the pilot then gave the lodge owner a report of the weather along the route. During the interview, the pilot of 60TF stated that the weather along the route was 500-600 feet ceiling, 2-3 miles visibility with the worst spot near sergius narrows to deadman's reach at the north end of baranoff island. He further stated that he experienced moderate turbulence in some areas and that the aircraft's electronic flight instrument system was indicating a 69 knot headwind in chatham strait. I interviewed the lodge owner and he stated that once 60TF was loaded and had departed for sit the lodge owner called to relay the weather report to erik but he had already departed. Airworthiness: the aircraft battery was dead the morning of the day before the accident, and it was thought that the master switch was left on. The battery was recharged and the aircraft returned to service, however the morning of the accident the battery was dead once again. This time it was found that the cabin dome light was left on. The battery was recharged again and the aircraft approved for return to service just prior to the last flight. I interviewed the company director of maintenance and the director of operations who stated that there were no other recurring airworthiness issues with the aircraft. I have requested copies of the aircraft maintenance records from the operator. Capstone ii equipment: all of the company aircraft were equipped with the chelton flight systems, inc. electronic flight instrument system (EFIS) provided by the FAA capstone phase ii program. The system consists of a primary flight display (PFD), a multi-function display (MFD) located in the instrument panel to display flight, terrain, and navigation data. An attitude heading reference system (ahrs), an air data computer (adc), and GPS receiver provide data input.