SEA06FA039

During a night non-precision instrument approach the airplane collided with trees and terrain near the approach end of the landing runway. Air traffic control (ATC) communications transcripts and recorded radar data showed that the aircraft was cleared for a NDB (non-directional radio beacon) approach approximately 10 minutes prior to the accident. Shortly after receiving the clearance, the pilot transmitted a position report, stating the aircraft was procedure turn inbound. Shortly after the pilot's position report, radio and radar contact with the accident aircraft was lost and an Alert Notice (ALNOT) was issued. The last known radar position for the aircraft was approximately 6-tenths of a mile from the approach end of the runway. The wreckage was located the following morning in a heavily wooded area 2,090 feet from the landing threshold of runway 10. The automated weather observation at the airport during the timeframe of the accident reported, in part, visibility 5 statute miles with a broken ceiling at 100 feet above ground level (agl) and an overcast ceiling at 800 feet agl. The minimum descent altitude/height (MDA) for the approach is 1,240 feet above mean sea level, which is 1,096 feet above the touchdown zone elevation of 144 feet. The published minimum visibility for a straight-in NDB approach is 1-1/4 mile. Post accident examination of the engines and airframe revealed no evidence of a pre accident mechanical malfunction or failure.

History of flight

On January 6, 2006, about 1950 Pacific standard time, a Piper Seneca PA-34-200T, N36107, was destroyed after colliding with trees and terrain at the Skagit Regional Airport (BVS), Burlington, Washington. The airplane is registered to Airpac Airlines, Inc, of Seattle, Washington, and was being operated as "Airpac 32F" a domestic non-scheduled cargo flight operated in accordance with the provisions of Title 14 CFR Part 135. The airline transport pilot, the sole occupant of the airplane, was fatally injured. Instrument meteorological conditions prevailed at the time of the accident. The flight originated at Bellingham, Washington, (BLI) on an instrument flight rules (IFR) flight plan, approximately 15 minutes prior to the accident. The pilot's flight planned destination was BVS.

On January 6, at 2139, Seattle Flight Service Station issued an Alert Notice (ALNOT) after radio and radar contact with the accident aircraft was lost. The following morning, about 0730, the airplane wreckage was located in a heavily wooded area near the approach runway.

The Aviation division of the Washington State Department of Transportation coordinated search and rescue operations for the missing aircraft. DOT personnel reported that search efforts on the evening of the accident were hampered due to fog and low ceilings.

The pilot was completing the third segment of a six-leg itinerary when the accident occurred. The non-scheduled cargo flight normally originates at Boeing Field, Seattle, Washington, as Airpac 32F, with intermediate stops at Friday Harbor, Washington; Bellingham, Washington; Burlington, Washington; Everett, Washington and Portland, Oregon, ultimately terminating back at Boeing Field.

Personnel information

The pilot-in-command held an airline transport pilot (ATP) certificate with ratings for airplane multi-engine land, and commercial privileges for airplane single-engine land. The pilot held a ground instructor certificate with advanced and instrument ratings.

The pilot's most recent FAA second-class medical certificate was issued on June 22, 2005, and contained limitations requiring the pilot to wear corrective lenses.

According to the Pilot/Operator accident report (Form 6120.1/2), completed by Airpac Airlines, the pilot had accumulated approximately 4,685 hours total flying time, including 4,589 hours as pilot-in-command (PIC); 1,062 hours as PIC of multi-engine airplanes; 248 hours of actual instrument time and 220 hours of PIC time in make and model.

The report indicated that the pilot had flown 130 hours in the 90-day period preceding the accident, 58 hours in the 30-day period preceding the accident and 1.4 hours in the 24-hour period prior to the accident.

Training records furnished by the operator indicated that the pilot's most recent 14 CFR Part 135 knowledge check, competency check, line check and demonstrated IFR proficiency check were successfully completed on December 6, 2005. The check ride was conducted in a Piper PA-31-350T Navajo.

The pilot's duty day began, as scheduled, at approximately 1700 on the day of the accident.

The pilot had been employed with Airpac Airlines since May of 2004.

Aircraft information

The twin engine Piper Seneca PA-34-200T, Serial number 34-7870294 was manufactured in 1978. The airplane was equipped with two Teledyne Continental Motors (TCM) TSIO-360 engines, rated at 200 horsepower. At the time of the accident, the airplane was configured with two pilot seats and the aft cabin area was configured for cargo type operations. In addition to the originally installed instrumentation and avionics, the airplane was equipped with a Garmin GNS 430 global positioning system (GPS). According to the operator, the GPS was certified for VFR operation only, and the unit was placarded accordingly.

The airplane's last inspection, a phase three inspection in accordance with an approved inspection program (AAIP), was completed on January 6, 2006. Maintenance records showed that the airplane's total time at inspection was 7,302 hours. The right engine's total time at inspection was 290.5 hours; the left engine's total time at inspection was also 290.5 hours.

The airplane was equipped for instrument flight rules (IFR) operations. Maintenance records showed that the last altimeter system and altitude reporting equipment test (in accordance with FAR 91.411) was completed on April 8, 2004.

There were no open logbook maintenance discrepancies with the aircraft at the time of the accident.

Meteorological information

The 1910 METAR weather observation at the Skagit Regional Airport was, in part, visibility 5 statute miles; broken clouds at 100 feet AGL (above ground level); overcast skies at 600 feet AGL.

The 1930 METAR weather observation at the Skagit Regional Airport was, in part, visibility 5 statute miles; broken clouds at 100 feet AGL; overcast skies at 800 feet AGL.

The 1950 METAR weather observation at the Skagit Regional Airport was, in part, visibility 5 statute miles; broken clouds at 100 feet AGL; overcast skies at 800 feet AGL.

The 2010 METAR weather observation at the Skagit Regional Airport was, in part, winds from 170 degrees at 4 knots; visibility 3 statute miles; overcast skies at 200 feet AGL.

According to the U.S. Naval Observatory, official sunset was at 1630, and the end of civil twilight was at 1707.

Communications/ radar data

The radar targets attributable to Airpac 32 were identified by transponder code 7026, and began approximately one mile south of the Bellingham Airport. The radar data indicated Airpac 32 tracked a southerly heading from Bellingham to the Skagit Regional Airport. After a continuous climb to 5,100 feet mean sea level (msl), the airplane leveled off briefly (approximately one minute) then began a descent towards the destination airport. The radar track indicated the airplane crossed over the airport at 3,100 feet msl and started a right turn. The turn continued for approximately 360 degrees, in a racetrack type pattern, until the airplane reached the final inbound course for the landing runway. Shortly after reaching the inbound course, radar contact with the aircraft was lost. The last radar position for the aircraft was approximately 6 tenths of a mile (48:29.28 degrees north and 122 26.50 degrees west) from the airport at an altitude of approximately 1000 feet msl. The magnetic bearing from the radar target to the airport was approximately 125 degrees magnetic.

ATC communications:

At 19:36:47, the pilot advised Whidbey approach he was on frequency and climbing through 4,000 feet to 5,000 feet. The approach controller acknowledged the transmission, issued the altimeter setting, and asked the pilot to "...say request at Skagit." The pilot responded, stating that he was going to "...shoot the NDB."

At 19:36:59, the approach controller responded to the pilot stating "...looks like they are IFR" with a broken ceiling of 100 feet and a visibility of five miles.

At 19:37:03, the pilot acknowledged the controller and asked for vectors for the final approach, stating "...if you can get us a um final approach fix that'd be great save us from doing the full turn."

At 19:37:10, the approach controller advised the pilot he was unable to vector him to the final approach fix, stating "Na I don't think I can vector you to the final approach course just when able proceed direct to the Bayview NDB maintain 5,000 expect no delays."

At 19:37:16, the pilot acknowledged the clearance.

At 19:40:35, Whidbey approach cleared the pilot for the approach, stating "Airpac 32 cross the Bayview NDB at or above 3,000 cleared NDB approach runway one zero."

At 19:40:39, the pilot acknowledged the approach controller's clearance.

At 19:46:21, the pilot reported to the approach controller that he was p