Accident Overview
On February 19, 2009, at approximately 1812 Alaska standard time, a twin-engine Piper PA-31-350 airplane, registration N41185, sustained substantial damage after colliding with snow-covered terrain about 5 miles northeast of Nome Airport, Nome, Alaska. The aircraft was operated by Frontier Flying Service of Fairbanks, Alaska, as a scheduled domestic commuter flight under Title 14 Code of Federal Regulations Part 135, designated as Flight 8218. The flight was conducted under visual flight rules (VFR) with company flight following procedures in effect. On board were the airline transport pilot and five passengers. The pilot and four passengers received minor injuries; one passenger suffered serious injuries. Instrument meteorological conditions prevailed at the airport at the time.
Flight and Weather
The flight departed Brevig Mission, Alaska, about 1735, en route to Nome. After departure, the pilot climbed to 5,500 feet but later descended as ceilings lowered and visibility diminished. About 10 miles north of Nome, the pilot descended to about 1,500 feet, where visibility was 1 to 2 miles with light snow showers. The pilot contacted the Nome Flight Service Station (FSS) about 8 miles north of Nome and obtained an airport advisory. The FSS specialist reported that current weather at the airport was below basic VFR conditions and inquired about the pilot's intentions. The pilot requested and received a Special VFR clearance to enter Nome Class E airspace and was advised that runway 28 was in use.
Weather observations from Nome Airport, 5 miles southwest of the accident site, indicated deteriorating conditions. At 1802, a special observation reported wind from 250 degrees true at 20 knots gusting to 25 knots, visibility 1.5 statute miles with light snow and mist, broken clouds at 900 and 1,600 feet, overcast at 3,200 feet, temperature 25°F, dew point 25°F, altimeter 30.06 inHg. At 1821, another special observation showed wind from 270 degrees true at 8 knots, visibility 1.25 statute miles with light snow and mist, scattered clouds at 1,100 feet, overcast at 2,200 feet, temperature 21°F, dew point 21°F, altimeter 30.09 inHg.
Accident Sequence
As the aircraft approached Nome Airport, the pilot lowered the landing gear, configured flaps to the approach setting, and began a gradual descent over featureless, snow-covered, down-sloping terrain. During the descent, a localized snow shower momentarily reduced forward visibility, deteriorating to the point where the pilot could not discern terrain features. The pilot reported that "flat light conditions" contributed to his inability to recognize topographical features on the snow-covered terrain. He then encountered what he described as "white-out conditions," and the airplane collided with the snow-covered terrain. After impact, the main landing gear collapsed, and the airplane slid about 100 feet before coming to rest in 8 feet of fresh, windblown snow.
Search and Rescue
After the flight was reported overdue, search and rescue personnel from the Nome Fire Department, Nome Search and Rescue Group, and Alaska State Troopers began a ground search using snow machines. A helicopter from Nome was dispatched but could not continue due to low clouds, snow, and reduced visibility. About 2100, ground searchers observed dim glimmering lights in mountainous terrain, which turned out to be flashlights used by the aircraft's occupants to signal. The pilot and passengers were transported via snow machine to a nearby road and then by ambulance to Nome.
Emergency Locator Transmitter
The accident airplane was equipped with an older generation 121.5 MHz emergency locator transmitter (ELT), not a 406 MHz ELT. Effective February 1, 2009—19 days before the accident—worldwide satellite monitoring of 121.5 MHz ELTs was terminated due to high false alarm rates, lack of accuracy, and lower power and range compared to 406 MHz ELTs. After termination, 121.5 MHz ELTs could only be detected by ground-based receivers or overflying aircraft. The decision to end satellite monitoring was made in October 2000, providing over eight years' notice for operators to upgrade. Despite prior NTSB recommendations, it remained legal to operate without a 406 MHz ELT. The pilot reported no preaccident mechanical problems and noted in his written NTSB report that the accident could have been avoided if the flight had been conducted under instrument flight rules.