# NTSB ANC99FA106: Cessna 180A, N8TL, Kenai, AK, August 5, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 5, 1999, 13:48 local (21:48 UTC) - Place: Kenai, AK - Coordinates: 60.660488, -150.900329 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=60.6605&lon=-150.9003&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report January 18, 2001 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - NTSB case key (mKey): 47151 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC99FA106 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/47151/pdf - Page: https://openairdocs.org/ntsb/ANC99FA106 ## Probable cause The pilot's intentional visual flight into known adverse weather. Factors associated with this accident were the reported low ceilings, obscuration, high winds, and turbulence. ## 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 - obscuration (contributing factor) - weather condition - high wind (contributing factor) - weather condition - turbulence,terrain induced (contributing factor) - flight into known adverse weather - intentional, pilot in command (cause) - In flight collision with object, maneuvering - turn to reverse direction - object - tree(s) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - mountainous/hilly ## Analysis The private pilot was attempting to transit a 20 mile long mountainous pass. He had delayed his flight three times the day of the accident. Pilot weather reports (PIREPS) from pilots who had flown through the pass indicated the weather deteriorated about one mile west of the accident site to 700 feet overcast ceilings and 1 mile visibility. The PIREPS described rain, mist, and winds from the east of 25 knots, gusting to 40 knots. The airplane impacted a tree on a small ridge on the side of the valley at 950 feet msl, and came to rest 380 linear feet away, at an altitude of 700 feet msl. The final flight path was on a ground track of 060 degrees magnetic, back toward the eastern entrance to the pass. The NTSB investigator-in-charge interviewed four pilots who successfully transited the pass during the time period surrounding the accident. All four indicated that at 950 feet msl, the accident airplane would have been at or into the bases of the overcast. All four also indicated they flew through the pass between 300 and 800 feet in order to maintain visual contact with the terrain. Postaccident inspection of the airplane disclosed no evidence of any preimpact mechanical anomalies. ## Factual narrative HISTORY OF FLIGHT On August 5, 1999, about 1348 Alaska daylight time, a float equipped Cessna 180A airplane, N8TL, was destroyed when it impacted terrain about 700 feet above sea level (msl), at 60 degrees, 48.7 minutes north latitude, 152 degrees, 28.8 minutes west longitude. This location is about two miles inside the eastern entrance to Lake Clark Pass, about 39 miles west of Kenai, Alaska. Lake Clark Pass is oriented generally east-west, with two dog-leg turns. The pass is about one mile wide at the narrowest spot, and about 20 miles long. The private pilot, and the one passenger on board were fatally injured. The flight was operated under 14 CFR Part 91 as a personal flight. The flight departed the Lake Hood Seaplane Base in Anchorage, Alaska, at 1218, for Chikuminuk Lake, Alaska. Visual meteorological conditions were reported at Anchorage and Kenai at the time of the accident, and marginal VFR conditions were reported at Big River Lakes, Alaska, about 7 miles east of the accident site. A VFR flight plan was on file. A notification that an emergency locator transmitter (ELT) signal had been received via satellite was forwarded to the Alaskan Rescue Coordination Center in Anchorage at 1438, and a search was commenced. At 1856, the wreckage was located by the crew of an Air National Guard rescue helicopter. INJURIES TO PERSONS Both occupants sustained fatal traumatic and decelerative injuries. DAMAGE TO AIRCRAFT The airplane was destroyed by a combination of impact damage, and follow on damage resulting from falling glacial ice and flood waters. PERSONNEL INFORMATION The pilot held a private pilot certificate, with airplane single engine land and sea, and instrument airplane ratings. The pilot held a second class medical certificate issued on April 23, 1998. The certificate contained the limitation "holder shall wear corrective lenses." His most recent biennial flight review equivalent (Civil Air Patrol (CAP) Form 5 flight check) was conducted on October 12, 1998. The pilot received his instrument rating on May 22, 1996. He obtained his seaplane rating on September 6, 1997. According to copies of old logbook pages, and payment records from the Civil Air Patrol, and the flying club that owned the airplane, the pilot had accumulated approximately 958 flight hours at the time of the accident. Payment records revealed 133 hours of flight experience in the previous 12 months. Records indicated the pilot had accrued about 110 hours of total instrument flight. Approximately 30 hours were in actual instrument conditions. The pilot's first flight in one of the club's two Cessna 180 airplanes was July 22, 1998. He had accrued about 70 hours of seaplane experience, and a total of 58 hours of experience in the Cessna 180A at the time of the accident. His personal logbook(s) were not located. AIRCRAFT INFORMATION The airplane was a Cessna 180A airplane, manufactured in 1958. It was equipped with EDO 89-2870 floats, and a Telelyne Continental Motors O-470K, 230 horsepower engine. The airplane was owned and operated by Opportunity Flying Club, Inc., of Anchorage, a corporation established to provide members part ownership in the two club-owned Cessna 180 seaplanes. The members operated under 14 CFR Part 91, for personal and pleasure flying. A review of maintenance records, logbooks, and weight and balance information, revealed no anomalies. The fuel contractor at Lake Hood confirmed 22 gallons of fuel were purchased by the pilot the morning of the accident, and the airplane's 62 gallon fuel tanks were full prior to departure. METEOROLOGICAL INFORMATION The official weather observations taken at Big River Lakes, Alaska, located about seven miles east of the accident site at the eastern entrance to Lake Clark Pass, on August 5 were as follows: 1155 ADT "Surface winds calm, visibility 5 miles light rain and fog, ceiling 1,000 feet overcast, temperature 57 degrees Fahrenheit (F), dew point 54 degrees F. Remarks: estimate pass closed." 1456 ADT "Surface winds calm, visibility 4 miles light rain and fog, ceiling 1,000 feet overcast, temperature 59 degrees F, dew point 54 degrees F. Remarks: estimate pass closed." The pilot of a Cessna 185 airplane who transited Lake Clark Pass in an eastbound direction, gave a pilot weather report (PIREP) to the FAA Kenai Automated Flight Service Station (AFSS) at 1217. He was also contacted by the accident pilot at 1236, just after the Anchorage Radar Approach (RAPCON) controller released the accident airplane from radar flight following. The reporting pilot told the NTSB IIC during a telephone interview on August 11, he provided the same information to the accident pilot as he did to Kenai AFSS. He indicated the weather at the west end of the pass to be 2,500 feet broken, 3,500 feet overcast, with light rain and moderate turbulence. He estimated the winds at the east end of Lake Clark Pass, at 500 feet msl, to be from the east about 25 knots, gusting to 40 knots. The reporting pilot said the ceiling at Summit Lake in the pass was overcast at 1,200 feet msl. He flew eastbound through "the narrows," located about 1 mile west of the accident site, at 500 feet above the surface, and estimated the ceiling at 700 feet msl, and the visibility as 1 mile. The reporting pilot told the IIC he warned the accident pilot to be careful going through the pass because there was a lot of traffic flying through, and the visibility was low. The pilot of a DeHavilland DHC-4 Caribou told the NTSB IIC that he flew through Lake Clark Pass westbound between 1200 and 1215. He indicated that the pass was open, and numerous airplanes were flying both directions, including a C-46. He said the visibility was 2 miles, and the ceilings were low and indefinite. He said he transited the pass about 500 feet above the ground, and that visibility deteriorated if he climbed higher. He stated that between 1,000 and 1,200 feet msl, an aircraft would have been in the clouds. The NTSB IIC interviewed the pilot of a DHC-2 who flew through Lake Clark Pass about 1200 in a westbound direction. The DHC-2 pilot said that he flew through "the narrows" at 800 feet msl. He stated at that altitude he was right at the bases of the overcast cloud layer. The PIREP he gave to Kenai AFSS stated at "the narrows" the ceiling was 800 feet msl. The NTSB IIC interviewed the pilot of a PA-18 super cub who flew through Lake Clark Pass eastbound and talked to the DHC-2 pilot, the C-185 pilot, and the accident pilot. He described a 30 knot wind from the east at 300 feet above the ground at the east entrance to the pass. He estimated the ceiling about 1,000 feet msl, and visibility about 3 miles with "mist fingers" on the mountains in the pass. He said the visibility was lowest at the east end of the pass. The PIREP he provided to Kenai AFSS stated "weather slopes down to east end of the pass with scattered clouds at 500 feet, overcast ceilings at 1,000 feet msl, and visibility 3 miles." He indicated he never saw the opposite direction C-46, or DHC-4, traffic which he passed. He believed that 950 feet msl would have been right at the bases of the clouds. COMMUNICATIONS The pilot made several telephone calls to the FAA Kenai AFSS on the day of the accident. At 0603 he requested a standard weather brief for the trip from Lake Hood Seaplane Base in Anchorage, through Lake Clark Pass, on to Chikuminuk Lake, 75 miles northwest of Dillingham, Alaska. He was told at 0607 that Lake Clark Pass was forecast to be marginal VFR due to ceilings and rain. The pilot filed his flight plan to depart at 0900. At 1003 he called Kenai AFSS and requested an updated briefing. He told the briefer he now wanted to depart at 1100, and amended his route to include a fuel stop in Port Alsworth, located at the west end of Lake Clark Pass. At 1004, the briefer told the pilot "Big R ## Aircraft - Registration: [N8TL](https://openairdocs.org/deregistered/N8TL-1999-11-22), registration cancelled 1999-11-22, S/N 50235 (OpenAirDocs) - Reported make and model: Cessna 180A - Registry model: [Cessna 180A](https://openairdocs.org/model/cessna-180a) (registry code 2072604) (OpenAirDocs) - Category: Airplane - Serial number: 50235 - Airframe hours: 3566 - Engines: Continental O-470K 230 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Opportunity Flying Club, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 24, 1998, 120 hours before - Departed: LHD, ANCHORAGE, AK - Destination: CHIKUMINUK LAKE, AK - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; private; airplane ratings: single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 958 total, 58 in this make and model, 858 as pilot in command, 60 in the last 90 days, 30 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 25 knots, gusting 40 - Visibility: 1 statute miles - Lowest ceiling: 700 ft overcast - Temperature: 57 °F, dew point 54 °F - Altimeter: 29.00 inHg ## 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 19990805010789A](https://openairdocs.org/incident/19990805010789A), Aug 5, 1999: Cessna 180A, Kenai, AK, Destroyed, 2 fatal. Acft crashed under unknown circumstances in rough terrain, the passenger suffered fatal injuries, the pilot has unknown injuries, the acft was destroyed. (-23)… 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.