ANC02FA010

The commercial certificated air taxi pilot, the sole occupant, was scheduled to depart on a domestic passenger flight for an intermediate airport, located 14 miles south of the departure airport. The pilot was to pick up two passengers for a continuing flight to the planned destination. The route of the flight was along fjord type terrain, consisting of steep mountain slopes above a long inlet of water. The flight to the intermediate airport usually took about 10 minutes. The pilot delayed his departure for about 10 minutes while he waited for weather conditions along the route to improve. After departure, the pilot reported via radio that he was at a commonly used visual reporting point, about four miles south of the departure airport. The airplane did not arrive at the intermediate airport, and no further communication was received from the accident airplane. An aerial search located the wreckage in an area of steep forested terrain, 300 feet above the inlet water. The airplane collided with several trees before descending to the ground. Visual meteorological conditions prevailed at the intermediate airport, but low cloud conditions prevailed along the route of flight from the departure airport. At the time of the accident, an automated weather observation system (ASOS), located 5 miles southwest of the accident site, was reporting the weather conditions, in part, as having a visibility of four statute miles in light freezing rain and mist; clouds and sky condition, 800 feet overcast; temperature, 32 degrees F; dew point, 31 degrees F. The terminal forecast for the departure airport, and the area forecast, contained low visibilities in light rain and mist. An AIRMET was issued for mountain obscuration in clouds and precipitation.

History of flight

On January 15, 2002, about 0820 Alaska standard time, a Piper PA-32 airplane, N30004, sustained substantial damage during an in-flight collision with trees and terrain, about five miles northeast of the Haines Airport, Haines Alaska. The airplane was being operated as a visual flight rules (VFR) domestic passenger flight under Title 14, CFR Part 135, when the accident occurred. The airplane was operated as Flight 1894 by Skagway Air Services Inc., Skagway, Alaska. The commercial certificated pilot, the sole occupant, received fatal injuries. Visual meteorological conditions prevailed at the Haines airport, but low cloud conditions prevailed along the route of flight. A VFR flight plan was filed. The flight originated at the Skagway Airport, about 0810.

The director of operations for the operator reported the flight was scheduled to depart Skagway for Haines, where the pilot was to pick up passengers for a continuing flight to Juneau, Alaska. The distance from Skagway to Haines is about 14 miles. The route of the flight is along fjord type terrain consisting of steep mountain slopes above a long inlet of water (Taiya Inlet). The slopes of the inlet have areas of steep forested terrain. The director of operations said he visually checked the weather conditions from Skagway toward Haines about 0600. He said he could see to Taiya Point, a point of land along the west side of the Taiya Inlet about 10 miles south of Skagway. The director of operations said the weather that he could see consisted of scattered clouds about 800 to 900 feet along the west side of the inlet.

The pilot delayed his departure for about 10 minutes while he waited for weather and light conditions along the route to Haines to improve. The route of flight was intended to be along the east shoreline of the Taiya Inlet. After departure, the pilot contacted the Juneau Automated Flight Service Station (AFSS) at 0812 and filed a VFR flight plan. He stated: "...ah yes sir, good morning, Skagway for Haines and Juneau; PA-32; four hours on the fuel; one hour en route; be one and three; pilot's name is Matthis; I do have the advisories." The pilot reported to company personnel via radio, that he was at Paradise Valley, a visual reporting point about four miles south of Skagway, located on the east side of the inlet. The airplane did not arrive in Haines, and no further communication was received from the accident airplane. The director of operations said the flight from Skagway to Haines usually takes about 10 minutes.

When the accident airplane did not arrive in Haines, the director of operations began an aerial search in a fixed-wing airplane along the route of flight, but was unable to visually locate any wreckage. He notified search personnel of the missing airplane, and continued an aerial search in a helicopter. An emergency locator transmitter (ELT) signal was received in the area of Haines. The director of operations located the airplane wreckage at 1030, about 300 feet above the water on the east side of the Chilkoot Inlet, in an area of steep forested terrain.

Personnel information

Pilot Information

The pilot held a commercial pilot certificate with an airplane single-engine land rating. The most recent second-class medical certificate was issued to the pilot on April 12, 2001, and contained no limitations.

According to company records, the pilot's total aeronautical experience consisted of about 2,862 hours, of which about 1,400 hours were accrued in the accident airplane make and model. In the preceding 90 and 30 days prior to the accident, company records listed a total of 95.8 and 17.8 hours respectively.

In the three days prior to the accident, the pilot flew 2.7 hours on January 12, zero hours on January 13, and 2.7 hours on January 14.

Company Information

In the Operations Specifications issued to the company by the FAA, ultimate operational control of all flights is assumed by the owner of Skagway Air, and the director of operations.

The company's Operations Manual states that operational control of flights means the exercise of authority over initiating, conducting, or terminating a flight. The final authority over conducting or terminating a flight is a joint decision between the pilot-in-command, and the director of operations. The company manual lists, in order from (a) to (e), the persons having operational control with respect to flight; the president, director of operations, chief pilot, director of maintenance, and the pilot-in-command.

Aircraft information

At the accident scene, the airplane's tachometer recording hour meter indicated 8,264.39 hours. The airplane's hobbs meter indicated 4,446.0. The most recent annual inspection of the airplane and engine was accomplished on October 24, 2001, 92.1 hours before the accident. In addition, a 50 hour inspection was completed on December 15, 2001, 48.7 hours before the accident. The engine had accrued a total time in service of 3,433 hours. The maintenance records note that a major overhaul was accomplished on October 24, 2001.

Meteorological information

The closest official weather observation station is Haines, Alaska, located 5 nautical miles southwest of the accident site. At 0654, an automated surface observation system (ASOS) was reporting, in part: Wind, 290 degrees (true) at 9 knots; visibility, 5 statute miles in unknown precipitation and mist; clouds and sky condition, few at 1,000 feet, 1,500 feet overcast; temperature, 32 degrees F; dew point, 31 degrees F; altimeter, 30.40 inHg; remarks, unknown precipitation began at 0641, freezing rain began at 0603, freezing rain ended at 0641.

At 0753, the ASOS at Skagway was reporting, in part: Wind, 270 degrees (true) at 6 knots; visibility, 10 statute miles; clouds and sky condition, 2,000 feet scattered, 2,900 feet scattered, 5,000 feet overcast; temperature, 37 degrees F; dew point, 36 degrees F; altimeter, 30.36 inHg;

At 0821, the ASOS at Haines was reporting, in part: Wind, 280 degrees (true) at 4 knots; visibility, 4 statute miles in light freezing rain and mist; clouds and sky condition, 800 feet overcast; temperature, 32 degrees F; dew point, 31 degrees F; altimeter, 30.35 inHg; remarks, unknown precipitation ended at 0821, freezing rain began at 0821, snow began at 0755, snow ended at 0758.

A terminal forecast for Skagway, issued on January 15 at 0232 and valid from 0300 to 0300 on May 16, was reporting, in part: Wind, 220 degrees (true) at 15 knots; visibility, greater than 6 statute miles in light rain; clouds and sky condition, 5,000 feet overcast. Temporary changes expected between 0300 and 0900; visibility, 4 statute miles in light rain; 2,000 feet overcast. From 0900, wind, 200 degrees at 10 knots; visibility, greater than 6 statute miles in light rain; 2,000 feet scattered, 3,000 feet overcast. Temporary changes expected between 0900 and 1500, visibility, 3 statute miles in light rain and mist; 1,500 feet overcast. From 1500, wind 200 degrees at 18 knots, gust to 28 knots; visibility, greater than 6 statute miles in light rain showers; 3,000 feet overcast. From 2100, variable wind at 3 knots; visibility, greater than 6 statute miles; 3,000 feet scattered, 4,000 feet broken, 6,000 feet overcast. There is a 30 percent probability between 2100 and 0300 on May 16, of light rain and snow showers; 3,000 feet overcast. The amended forecast limited to clouds, visibility, and wind conditions.

An area forecast for the eastern gulf coast of Alaska and southeast Alaska, issued on January 15 at 0545, stated, in part: Synopsis, valid until 2400; a 1012 milibar low near Middleton Island, Alaska, moves to north of Burwash, Canada, by 1800 and southeast of Whitehorse, Canada, by 2400. An associated front over the western gulf of Alaska moves northeast to be over the northeast gulf coast by 0900, and completely across the southeast panhandle by 21