ANC95GA048

The private pilot, a civil air patrol (CAP) volunteer, was on a CAP flight for proficiency training and to conduct business. The VFR cross-country flight was planned over mountainous terrain. The pilot obtained a weather briefing that included information about icing conditions along the planned route. During the flight, no communication was received from the pilot other than activation of his flight plan after departing the airport. The airplane was reported overdue, but a search was hampered due to IFR conditions and snow. No transponder code was issued to the airplane, and no discrete radar data was located in stored radar data to assist in locating the airplane. By 0900 on 4/15/95, analysis of the primary target radar returns helped in locating the accident airplane. Also, only an intermittent signal was transmitted from the airplane's emergency locator transmitter (ELT). The wreckage was located 3 days later, where the airplane had crash landed on snow covered mountainous terrain. Investigation revealed the pilot initially survived the accident, but succumbed to hypothermia. He was wearing a flight suit over dress clothes, a flight jacket, and dress shoes. No survival equipment was required to be carried in the airplane. The pilot had a personal survival kit, but had left it in his vehicle at the departure airport. A note found in the wreckage indicated that the engine lost power. After recovery, the engine operated normally. The transponder switch was found in the "standby" position; inspection of the ELT revealed a faulty tuning crystal. The pilot had received training in survival skills and was a CAP survival skills instructor.

History of flight

On April 12, 1995, about 0615 Pacific daylight time, a Cessna 182Q, N97843, crashed during an emergency landing, about 4 miles east of Bumping Lake, Washington. The airplane, registered to the Civil Air Patrol (CAP), Maxwell Air Force Base, Alabama, and operated by the Washington Wing of the CAP (WACAP), sustained substantial damage. The airplane was being operated as a visual flight rules (VFR), cross-country flight to Boise, Idaho. The pilot's itinerary included a proposed business meeting. The CAP indicated the flight was a military auxiliary proficiency training flight. The Yakima County Coroner reported the pilot received minor injuries during the accident but later succumbed to hypothermia. The certificated private pilot, the sole occupant, filed a VFR flight plan to Yakima, Washington. A primary radar target was located departing the Auburn Municipal airport, Auburn, Washington, at 0502.

At 0409, the pilot obtained a weather briefing from the Federal Aviation Administration (FAA), Seattle Automated Flight Service Station (AFSS). The pilot indicated the route of flight was from Auburn, to Yakima, Washington, with a continuation to Boise, Idaho, via Pendleton, and Baker City, Oregon. The briefing included a local field Notice to Airmen (NOTAM) that the unicom radio facility at the Auburn airport was out of service. The pilot then filed his VFR flight plan to Yakima, Washington.

After departure, the pilot opened his flight plan with the Seattle AFSS at 0519. A review of primary radar data located a target at 0519 that was about 20 miles southeast of Auburn. No further communication was received from the pilot. When the pilot failed to close his flight plan, the FAA began a telephone and airport search for the airplane. About 0850, the airplane was declared overdue and an alert notice (ALNOT) was issued.

The FAA notified State of Washington, Department of Aeronautics (WADOA) personnel of the missing airplane. An aerial and ground search was initiated for the missing airplane. Poor weather conditions in the area, including low ceilings, snow, and thunderstorms, hampered search efforts. Emergency locator transmitter (ELT) signals in the area of the search were intermittent throughout the search. Search personnel did not locate any discreet transponder radar data from the airplane.

On April 15, 1995, about 1115 hours, the airplane was located about 32 miles northwest of Yakima, Washington. The location was about 4.5 miles southeast of Bumping Lake Dam in the William O. Douglas Wilderness Area on the northwest ridge of Nelson Butte.

The accident occurred during the hours of daylight at latitude 46 degrees, 49.37 minutes north, and longitude 121 degrees, 12.49 minutes west, about 7,100 feet mean sea level.

Crew information

The pilot held a private pilot certificate with an airplane single engine land rating. The most recent third class medical certificate was issued to the pilot on July 5, 1994, and listed no limitations.

According to the WACAP, the pilot's total aeronautical experience consisted of about 266 hours, of which 96 were accrued in the accident airplane make and model. In the preceding 90 and 30 days prior to the accident, the pilot accrued a total of 31 and 11 hours respectively. On July 12, 1994, the pilot received a CAP Form 101T (training) authorization for search and rescue mission pilot that was signed by his unit commander. The pilot qualified to fly a CAP Cessna 182 on July 22, 1994, by completion of a check ride (CAP Form 5). The pilot received a CAP Form 101 authorization for transport mission pilot on September 21, 1994. The pilot had not completed a search and rescue mission pilot check ride (CAP Form 91).

Aircraft information

The airplane had accumulated a total time in service of 1,583 flight hours. The most recent annual inspection was accomplished on March 31, 1995, 3 flight hours before the accident.

The engine had accrued a total time in service of 25 hours of operation since being installed as a remanufactured engine. An annual inspection was accomplished on March 31, 1995.

Meteorological information

The closest official weather observation station at Stampede Pass, Washington, is located 28 miles north of the accident site at an elevation of 3,800 feet msl. At 0533, a special observation was reporting, in part:

Sky condition and ceiling, measured ceiling 2,600 feet broken, 5,000 feet overcast; visibility, 4 miles in light snow; temperature 34 degrees F; dew point, 25 degrees F; wind, 100 degrees at 13 knots, gusts to 21 knots; altimeter, 29.87 inHg; remarks, snow began at 0527.

A 0556 special observation at Stampede Pass was reporting, in part:

Sky condition and ceiling, measured ceiling 1,800 feet overcast; visibility, 2 1/2 miles in light snow; temperature, 34 degrees F; dew point, 26 degrees; wind, 110 degrees at 10 knots, gusts to 19 knots; altimeter, 29.87 inHg.

A 0550 observation from Yakima, Washington, elevation 1,100 feet msl, located 32 miles southeast of the accident site, was reporting, in part:

Sky condition and ceiling, measured ceiling, 7,000 feet overcast; visibility, 20 miles; temperature, 45 degrees F; dew point, 31 degrees F; wind, 010 degrees at 4 knots; altimeter, 29.95 inHg.

A 0650 observation from Yakima was reporting, in part:

Sky condition and ceiling, measured ceiling 5,000 feet overcast; visibility, 30 miles in light rain; temperature, 43 degrees F; dew point, 33 degrees F; wind, 150 degrees at 3 knots; altimeter, 29.95 inHg.

Examination of meteorological data from the area of the accident was conducted by a National Transportation Safety Board meteorologist. In the area of the accident, radar data indicated weak radar echoes. Upper air data indicated that the winds aloft were southerly about 25 knots near 10,000 feet. Cloud tops were decreasing and were moving to the northeast.

The transcribed weather broadcast for the Seattle, Stampede Pass, and Ellensburg, Washington areas stated, in part: "All heights are mean sea level except ceilings. Cascades/ Passes partly obscured by clouds. West of the Cascades, 3,000 to 5,000 feet scattered clouds, cirrus clouds above. Between 0500 and 0800, isolated visibilities 3 to 5 miles in fog. At 0900, 4,000 feet scattered clouds, 8,000 feet scattered to broken clouds, 12,000 feet scattered to broken clouds, cirrus clouds above. East of the Cascades, 6,000 to 8,000 feet scattered clouds, thin cirrus clouds above. At 1000, 6,000 feet scattered to broken clouds, 12,000 feet scattered to broken clouds, cirrus above. No amendments available for Stampede Pass or Ellensburg."

Airmet Zulu, issued for icing and freezing levels and valid until 0700, stated in part: "Icing...Washington, Oregon, California and coastal waters, Idaho, Montana, and Nevada. From 120 miles west of Hoquiam, Washington to Missoula, Montana to Salmon, Idaho to 40 miles southeast of Rome, Oregon to 150 miles west of Salinas, California to 120 miles west of Fortuna, California to 120 miles west of Hoquiam. Occasional moderate rime/mixed icing in clouds and precipitation between 6,000 and 16,000 feet. Conditions spreading into eastern portion of the area and continuing beyond 1000 through 1300. Freezing level...Washington, 4,000 feet in northwestern Washington, sloping to 6,000 feet southeastern..."

Communications

During the weather briefing, the AFSS specialist advised the pilot of potential hazardous weather conditions by providing information about an AIRMET. The specialist stated, in part:"...they're showing an AIRMET from Hoquiam to just north of Yakima and south of that line, occasional moderate icing, rime or mixed, and that's from six thousand to sixteen thousand and that's the only airmet that we do have that's on your route and you're on the northern edge of that, synoptic-wise..."

The specialist included a route forecast, stating, in part:".