# NTSB ANC96FA109: Cessna 180B, N9141T, Iliamna, AK, July 27, 1996 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: July 27, 1996, 15:05 local (23:05 UTC) - Place: Iliamna, AK - Coordinates: 59.850669, -154.560089 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=59.8507&lon=-154.5601&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report August 29, 1997 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - NTSB case key (mKey): 2761 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC96FA109 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/2761/pdf - Page: https://openairdocs.org/ntsb/ANC96FA109 ## Probable cause VFR flight by the pilot into instrument meteorological conditions (IMC), and failure of the pilot to maintain sufficient altitude and/or clearance from mountainous terrain. Factors relating to the accident were: the adverse weather condition (low ceiling and rain) and terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - weather condition - low ceiling (contributing factor) - weather condition - rain (contributing factor) - vfr flight into imc - continued, pilot in command (cause) - In flight collision with terrain/water, cruise - terrain condition - mountainous/hilly (contributing factor) ## Analysis The first pilot, a non-instrument rated private pilot, departed on a cross-country flight to a remote area in a float equipped airplane. He was accompanied by a commercial/instrument rated pilot/passenger. The flight was reported overdue and was located 3 days later by search personnel. The airplane collided with mountainous terrain at an elevation of 2,200 feet along the intended flight path to the destination. The accident site was located in an area of hills that had a maximum elevation of 2,452 feet and surrounded by low, flat terrain. About 37 miles east at Iliamna, AK, the 1514 special weather observation was in part: 2,400 feet broken, 4,000 feet overcast, visibility 4 miles in light rain and mist, temperature 55 deg, dew point 52 degrees, wind from 100 deg at 13 knots. ## Factual narrative History of the Flight On July 27, 1996, about 1505 Alaska daylight time, a float equipped Cessna 180B, N9141T, collided with terrain at 2,200 feet mean sea level (msl), about 37 miles west of Iliamna, Alaska. The airplane was being operated as a visual flight rules (VFR) cross-country personal flight to Lake Aleknagik, Alaska, when the accident occurred. The airplane, registered to the first pilot, was destroyed by impact and postimpact fire. The first pilot, a certificated private pilot, and the second pilot, a certificated commercial pilot, both received fatal injuries. Instrument meteorological conditions prevailed in the area. A VFR flight plan was filed by the second pilot. The flight originated from Wolf Lake, about 6 1/2 miles northwest of Palmer, Alaska, about 1340. The spouse of the first pilot reported that he departed Wolf Lake to pick up the second pilot at Finger Lake located about 1 1/2 miles south of the departure point. The spouse of the second pilot reported she observed her husband get into the right front seat of the airplane. The second pilot air-filed the flight plan with a route of flight from Wolf Lake via Lake Clark Pass to Lake Aleknagik. The flight was reported overdue and an alert notice was issued by the Federal Aviation Administration (FAA) on July 27, 1996, at 1717. Search personnel located the crash site on July 30, 1996, at 1925. The accident occurred during the hours of daylight at latitude 59 degrees, 47.317 minutes north and longitude 156 degrees, 09.252 minutes west. Crew Information The first pilot held a private pilot certificate with airplane single-engine land and single-engine sea ratings. The most recent third-class medical certificate was issued to the pilot on April 4, 1995, and contained the limitation the holder shall wear corrective lenses while exercising the privileges of his airman's certificate. According to the pilot's logbook, his total aeronautical experience consisted of about 270 hours. In the preceding 90 and 30 days prior to the accident, the logbook lists a total of 15 and 9 hours respectively. The pilot did not hold an instrument rating and had recorded 4.3 hours of simulated instrument training. The second pilot held a commercial pilot certificate with airplane single-engine land, single-engine sea and instrument airplane ratings. The most recent second-class medical certificate was issued to the pilot on October 24, 1995, and contained the limitation the pilot must wear corrective lenses. Additionally, the pilot's medical certificate was not valid for night flying or by color signal control. No personal flight records were located for the second pilot. The aeronautical experience delineated in Supplement E of this report was obtained from a review of FAA records on file in the Airman and Medical Records Center located in Oklahoma City. On the pilot's application for medical certificate on October 24, 1995, the pilot indicated that his total aeronautical experience consisted of about 1,000 hours, of which 100 were accrued in the previous 6 months. Aircraft Information The airplane had accumulated a total time in service of about 4,250 hours. Examination of the maintenance records revealed that the most recent annual inspection was accomplished on February 6, 1996, 16 flight hours before the accident. The engine had accrued a total time in service of 4,207 hours of operation and 161 hours since a major overhaul. Meteorological Information The National Weather Service issued a weather summary on July 27, 1996, at 1600. The summary reported, in part: "Low pressure is located over the south-central Bering Sea....Mostly cloudy skies covered almost the whole state with the exception of southeast Alaska...Most rain was located over western Alaska northward with portions of the interior and central Alaska reporting light amounts..." An area forecast for the Iliamna area, issued on July 27, 1996, at 1548, valid for July 27, 1996, at 1600 until July 28, 1996, at 1600, was reporting, in part: Wind, 110 degrees at 15 knots; visibility, greater than 6 statute miles; ceiling, 6000 feet broken; remarks, temporary changes expected between the valid times, light rain, ceilings 3,000 feet broken. An area forecast for the Yukon, Kuskokwim Delta, issued on July 27, 1996, at 1745, valid until July 28, 1996, at 0600, included in-flight weather advisories (AIRMETs) that stated, in part: "Airmet for IFR and mountain obscuration; temporary ceilings below 1,000 feet, visibility below 3 miles in light rain and mist, broken clouds at 1,500 feet, overcast at 4,000 feet, multiple layers at 25,000 feet, temporary visibilities 5 miles in light rain and mist. Airmet for turbulence; temporary moderate turbulence below 5,000 feet. Airmet for icing; temporary moderate rime icing in precipitation from 7,000 to 20,000 feet. Freezing level, 7,000 feet." The closest official weather observation station is Iliamna, Alaska, which is located 37 nautical miles east of the accident site. On July 27, 1996, at 1348, an Aviation Routine Weather Report (METAR) was reporting in part: Wind, 100 degrees (true) at 15 knots; visibility, 25 statute miles; clouds, few at 2,800 feet, 5,000 feet scattered, 9,000 feet overcast; temperature, 57.2 degrees F; dew point, 50 degrees F; altimeter, 30.07 inHg. At 1458, the Iliamna METAR was reporting in part: Wind, 100 degrees (true) at 13 knots; visibility, 20 statute miles in light rain; clouds, 2,800 feet scattered, 4,500 feet broken, 9,000 feet overcast; temperature, 55.4 degrees F; dew point, 50 degrees F; altimeter, 30.07 inHg; remarks, rain began 40 minutes after the hour. At 1514, a special observation at Iliamna was reporting in part: Wind, 100 degrees (true) at 13 knots; visibility, 4 miles in light rain and mist; clouds, 2,400 feet broken, 4,000 feet overcast; temperature, 55 degrees F; dew point, 52 degrees F; altimeter, 30.07 inHg. A 1355 METAR from King Salmon, Alaska, located 68 miles south of the accident site was reporting, in part: Wind, 160 degrees (true) at 15 knots, gust to 21 knots; visibility, 10 statute miles; clouds, 2,800 feet broken, 4,000 feet overcast; temperature, 58.8 degrees F; dew point, 52.3 degrees F; altimeter, 30.00 inHg. At 1455, the METAR at King Salmon was reporting, in part: Wind, 150 degrees (true) at 15 knots, gust to 23 knots; visibility, 10 statute miles; clouds, few at 1,800 feet, 2,700 feet broken, 4,000 feet overcast; temperature, 60 degrees F; dew point, 51 degrees F; altimeter, 29.99 inHg. Communications After departure, the second pilot filed a VFR flight plan over the airplane radio with the Kenai Flight Service Station. While filing the flight plan, the second pilot listed his name and address as the pilot. The second pilot then inquired about any pilot reports (PIREP's) in the Lake Clark area and the status of remote communications outlets (RCO's). No further communication was received from the airplane. A request was made to the FAA for any available radar data in the area of the accident. They reported that they had not provided radar services to the airplane and no radar data was available. On July 30, 1996, search personnel with the Alaska Rescue Coordination Center (RCC) located an intermittent radar track segment in the area of the accident. The radar segment for the date of the accident began at 1448 at latitude 60 degrees, 3 minutes north and longitude 155 degrees 8 minutes west. The magnetic heading of the radar target was 241 degrees; speed, 124 knots; altitude, 2,500 feet; transponder code, 1200. At 1453, the radar track was at latitude 59 degrees, 55 minutes north and longitude 155 degrees, 35 minutes west. At 1502, the radar track ended at latitude 59 degrees, 50 minutes north and longitude 155 degrees, 57 minutes west. The ending location was 7 miles northeast of the accident site. Wreckage and Impact Information The ## Aircraft - Registration: [N9141T](https://openairdocs.org/deregistered/N9141T-2013-06-27), registration cancelled 2013-06-27, S/N 50641, built 1959 (OpenAirDocs) - Reported make and model: Cessna 180B - Registry model: [Cessna 180B](https://openairdocs.org/model/cessna-180b) (registry code 2072606) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 50641 - Airframe hours: 4250 - Engines: Continental O-470-K 230 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: David L. Mountjoy - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 6, 1996, 16 hours before - Departed: PALMER, AK - Destination: LAKE ALEKNAGIK, AK - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; private; airplane ratings: single-engine land, single-engine sea; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 270 total, 207 as pilot in command, 15 in the last 90 days, 9 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: 100° at 13 knots - Visibility: 4 statute miles - Temperature: 55 °F, dew point 52 °F - Altimeter: 30.00 inHg - Observed at: ILI, 37 nm away ## 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 19960727020269A](https://openairdocs.org/incident/19960727020269A), Jul 27, 1996: Cessna 180B, Illiamna, AK, Destroyed, 2 fatal. Became overdue. Found days later. Impacted rocky area at cruise speed. Exploded and burned. Hills obscures in area. ## Other investigations on N9141T (1) 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. - [NTSB ANC87LA041](https://openairdocs.org/ntsb/ANC87LA041), Feb 28, 1987: Cessna 180B (N9141T), Palmer, AK, substantial damage 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.