# NTSB ANC93FA123: Cessna A185F, N124KT, Denali Nat'L Pk, AK, July 21, 1993 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Field investigation · Final report - Date: July 20, 1993, 20:00 local (Jul 21, 1993, 04:00 UTC) - Place: Denali Nat'L Pk, AK - Coordinates: 63.779182, -148.519592 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=63.7792&lon=-148.5196&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 4 serious, 1 minor - Status: Completed, report August 18, 1994 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - NTSB case key (mKey): 2308 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC93FA123 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/2308/pdf - Page: https://openairdocs.org/ntsb/ANC93FA123 ## Probable cause FUEL EXAUSTION DUE TO THE THE PILOT-IN-COMMAND'S FAILURE TO REFUEL. FACTORS IN THE ACCIDENT WERE: PRESSURE BY MANAGEMENT PERSONNEL AND LACK OF SUITABLE TERRAIN DURING THE FORCED LANDING. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, cruise - fluid,fuel - exhaustion (cause) - refueling - not performed, pilot in command (cause) - pressure, company/operator management (contributing factor) - Forced landing, landing - flare/touchdown - In flight collision with terrain/water, landing - flare/touchdown - terrain condition - none suitable (contributing factor) - passenger briefing - inadequate, pilot in command ## Analysis THE FLIGHT HAD LANDED AT THE 5,600-FT LEVEL OF RUTH GLACIER FOR A 20 MIN TOURIST STOPOVER. ANOTHER FLIGHT, FLOWN BY A COMPANY SENIOR PILOT, ALSO HAD LANDED. THE SENIOR PILOT NOTICED A FUEL TANK FILLER CAP HANGING LOOSE ON THE ACCIDENT AIRPLANE, AND THE TWO PILOTS MEASURED THE FUEL IN THE TANKS. ONE TANK WAS FOUND EMPTY. THE PILOTS DETERMINED THAT THE AIRPLANE SHOULD BE FLOWN OFF THE GLACIER 'TO VERIFY THE FUEL LEVEL ON THE GAUGES IN LEVEL FLIGHT ATTITUDE, AND THAT IF HE (THE ACCIDENT PILOT) HAD ANY DOUBT ABOUT SUFFICIENT FUEL QUANTITY, TO RETURN (TO THE GLACIER) AND WE'D BRING HIM FUEL.' ABOUT 3 MIN AFTER TAKEOFF THE ENGINE QUIT AND THE FLIGHT MADE A CRASH LANDING AT THE 2,800-FT ELEVATION. THE PASSENGERS STATED THAT THE PILOT TOLD THEM TO 'TIGHTEN (OR FASTEN) YOUR SEATBELTS' DURING THE ENGINE-OUT DESCENT. NO PASSENGER COULD RECALL KNOWING THAT IMPACT WAS IMMINENT. THE RIGHT TANK WAS FOUND EMPTY, AND THE LEFT TANK CONTAINED 2-5 GALS. A PASSENGER STATED THAT THE RIGHT TANK WAS INDICATING EMPTY ON THE TRIP TO THE GLACIER FROM TALKEETNA. ## Factual narrative HISTORY OF FLIGHT On July 20, 1993, at 2000, Alaska daylight time (ADT) a wheel/ski equipped Cessna A185F airplane, N124KT, operated by James Okonek, d.b.a. K2 Aviation of Talkeetna, Alaska, under 14 CFR Part 135, nonscheduled, experienced a total loss of engine power approximately 3 minutes after takeoff from the 5600 foot elevation of the Ruth Glacier in the Denali National Park. The airplane, with a pilot and 4 passengers, crashed while attempting an emergency landing at the 2800 foot elevation. The flight was being conducted in visual meteorological conditions on a company VFR flight plan. The airline transport pilot and three passengers were seriously injured, and one passenger received back injuries not requiring hospitalization. The airplane was substantially damaged. Initial notification came during a conference call at 2110 ADT, on July 20, 1993 to the FAA Regional Operations Center (ROC), the NTSB, FAA Flight Standards and the USAF Rescue Coordination Center (RCC), a pilot who identified himself as John Wozencraft, the "senior company pilot," said that he had been on the Ruth Glacier with the accident pilot at approximately 2000 and flown off with other passengers and back to Talkeetna. Mr. Wozencraft said, "I suspect fuel starvation." He said that the accident aircraft was down on the glacier at between 3000 and 3500 feet in elevation and that he had determined that there were injuries among the passengers and that they needed help. He said that he was "real concerned about rescue efforts and that "if help didn't come soon, Brian Okonek said he was going to start up there." Investigators were told that Brian Okonek was the son of the owner of K2 Aviation and himself a notable mountain climber. The National Park Service, Alaska Air National Guard and a LifeFlight Helicopter participated in rescue efforts and the five survivors were airlifted to an Anchorage hospital at 2400 ADT. (Refer to witness statements of passengers attached to this report.) The owner of K2 Aviation was contacted by the NTSB at 0910 ADT, on 7/21/93. He told the NTSB that he had spoken to the pilots of his aircraft who had been on the glacier the night before and did not know, from his discussions, of any problems with the aircraft other than "sudden engine failure." He said that the aircraft had recently had an engine change and that it was "a recently factory overhauled engine." The NTSB asked that the wreckage not be disturbed by any company personnel, as the investigation would include a complete field phase of inquiry. The owner stated that short of hiring a helicopter, no one could reach the scene and that he would comply with the NTSB request. INJURIES TO PERSONS The pilot in the left front seat received fractures to his left lower leg and ankle. A passenger occupying the right front passenger seat complained of back injury, was examined and released from the hospital. Both individuals occupying the front seats wore single cross shoulder harnesses and seat belts. Two passengers in the middle seats reportedly received fractures of their pelvic area, and were restrained by seat belts only. The most rear-seated passenger received fractures of her lower leg(s). Those three passengers in the middle and rear of the aircraft were hospitalized for various periods of time. DAMAGE TO AIRCRAFT The aircraft was substantially damaged. No preimpact or post impact fire was evident. Refer to wreckage and impact information for details of damage. PERSONNEL INFORMATION John Fulton, an Airline Transport Certificated pilot held additional ratings in single engine and multiengine land, single and multiengine sea airplanes. He held a glider rating and an instrument airplane rating. As an airplane instructor, he was certified in single and multiengine craft, instrument, glider and as a ground instructor. He began employment with K2 Aviation on June 10, 1993, having previously worked as flight instructor at the Palo Alto Airport, California. The NTSB requested flight time records of the pilot at the time of the field phase of the investigation. One year of photocopied log pages were provided by the pilot, indicating a total accumulated flight time of 9761 hours as pilot. Those records indicated that the pilot had flown from Anchorage to Talkeetna to Anchorage in a Piper PA32-300 as well as to the Ruth Glacier landing site and return in the accident airplane, prior to the accident flight. Records beyond that year were reportedly not available in Alaska but, according to the pilot, would be forthcoming. Subsequently, the pilot left Alaska and returned to California. Efforts by investigators to reestablish contact with the pilot were unsuccessful. WRECKAGE AND IMPACT INFORMATION The team examined the wreckage at the 2472 foot level of the Ruth Glacier. A Global Positioning System (GPS) reading of N60-49.27, W150-37.56 was taken. The initial point of touchdown could not be determined on the smooth glacial surface, however the first impact transfer of debris from the right wingtip green navigation light lens was found prior the resting place of the airplane. The Cessna travelled 84 feet from that impact on a heading of 060 degrees magnetic, coming to rest on a heading of 135 degrees magnetic in a area of moraine-broken rock and glacial ice. The left main wheel and tire were found 98.5 feet beyond the wreckage on a 060 degree bearing from the aircraft. Aircraft and debris measurements utilized the tip of the tail fuselage cone for reference. The wreckage of the fuselage rested 12 degrees left wing down (measured by bubble protractor on the top of wing spar) and 17 degrees nose up (measured on the chair rails). The cockpit/cabin area was found to be the same size with the exception of a penetration of the left main gear leaf spring into the floor area of the pilot's left foot. Seats were crushed downward and back rests were broken. (See photographs.) The accident scene had been visited by Mr. Brian Okonek, the son of the K2 Aviation owner. Personal items from the cockpit had been placed in a central location in a sack. A hand-written note was found in the cockpit. It read, "7/21/93 Saw the wreckage from the side of the glacier and came to investigate [sic] found a burlap bag of survival gear. At 3PM. I put it in the door I pray that every one is ok. Brian Okonek." The setting of switches, controls and readings found by investigators on 7/22/93 were recorded. (See attached Field Note Summary). The right wing fuel tank was intact and contained no fuel. The left wing fuel tank was intact and contained aviation fuel which investigators measured. (See measurements in TESTS and RESEARCH section.) Both wheel-skis and leaf struts were broken off of the fuselage attachments. The left ski was found diagonally under the cockpit and the right wheel, strut and ski were found detached and lying under the right aft cabin area. Both wings were bent upward at a point which approximated the top lift strut attachment location. The right wingtip was crushed and the right navigation light was missing. The left wingtip was bent and remained attached to the wing. The tailwheel assembly was crushed upward to a point flush with the fuselage lower surface. There was deformation and crushing of the bottom and sides of the engine cowl and a separation of the upper engine mounts on the firewall. The propeller showed aft bending, approximating 9 inches rearward from the rotational disk plane. The engine fuel system was disassembled by investigators at the accident site. No fuel lines forward of the cockpit fuel selector switch were broken (condition of fuel lines and fittings). The left wing tank feed line to the selector valve was severed by the left main gear leaf spring near the left side of the selector valve. No fuel stains were found on the ice below the cockpit, however when the airp ## Aircraft - Registration: N124KT (not matched to a registry record) - Reported make and model: CESSNA A185F - Category: Airplane - Serial number: 18503765 - Airframe hours: 4408 - Engines: CONTINENTAL IO-520-D30B 300 horsepower reciprocating - Damage: Destroyed - Flight: Part 135 - Operator: James Okonek, doing business as K2 Aviation - Registered owner: James F & Julie Okonek - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 2, 1993, 76 hours before - Departed: RUTH GLACIER, AK - Destination: TKA, TALKEETNA, AK - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 29; flight instructor, commercial, airline transport; airplane ratings: multi-engine sea, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 9,765 total, 127 in this make and model, 9,729 as pilot in command, 125 in the last 90 days, 81 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 10 knots - Visibility: 50 statute miles - Lowest ceiling: none - Temperature: 39 °F ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19930720028129A](https://openairdocs.org/incident/19930720028129A), Jul 20, 1993: Cessna A185F, Denali Natl Pak, AK, Substantial damage. Engine quit on glacier takeoff. Staled trying to turn back. No fuel right tank minimalleft tank. No engine defects. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.