Background
On January 21, 2010, about 2345 Alaska standard time, a twin-engine turboprop Beech 1900C airplane, registration N112AX, sustained substantial damage when it crashed into the ocean shortly after takeoff from Runway 31 at Sand Point Airport, Sand Point, Alaska. The airplane was operated as Flight 22 by Alaska Central Express, Inc., an on-demand cargo flight under 14 CFR Part 135. Dark night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the flight to Ted Stevens Anchorage International Airport.
Flight Crew
The captain, age 28, held an airline transport pilot certificate with a Beech 1900 type rating. He had accumulated 3,700 total flight hours, with 3,080 hours in the accident make and model. The first officer, age 23, held a commercial pilot certificate with instrument and multiengine ratings, and had about 1,000 total flight hours, with 280 hours in type. Both pilots sustained fatal injuries in the accident. Postmortem examinations attributed the cause of death to blunt force trauma; toxicological tests were negative for alcohol and drugs.
Aircraft Information
The airplane was a pressurized twin-engine turboprop powered by Pratt & Whitney PT6A-65B engines. It was not equipped with a cockpit voice recorder or flight data recorder, and none were required. The airplane was maintained under a continuous airworthiness maintenance program; the most recent phase inspection was completed on January 18, 2010, about 37.6 hours before the accident.
Meteorological Conditions
The 2356 METAR at Sand Point Airport reported wind from 330 degrees true at 19 knots with gusts to 26 knots, visibility 8 statute miles, broken clouds at 2,000 feet, overcast at 2,800 feet, temperature 23°F, dew point 18°F, altimeter 29.91 inHg. Witnesses on the shoreline about 1 mile north of the airport reported very strong north winds estimated between 50 and 60 knots at the time of the accident.
Accident Sequence
Radio communications showed the captain requested an IFR clearance from Anchorage ARTCC at 2336 and was instructed to contact them after departure. No further communications were received. Witnesses reported hearing the airplane depart, then an abrupt change in engine noise followed by a loud impact. One witness momentarily saw the airplane's lights descend into the ocean. The U.S. Coast Guard was notified and initiated an emergency response, but no survivors were found. The submerged wreckage was located on January 24, 2010, in about 45 feet of water, approximately 1 mile north of the departure end of Runway 31. The bodies of both pilots were recovered.
Wreckage and Impact
The wreckage was severely fragmented and scattered over an area about 90 feet in diameter, with lighter components outside that area. Major components were recovered except the right aileron, outboard portion of the left aileron, nose section forward of the front pressure bulkhead, and an 8-foot section of the left wing. The flap jackscrew mechanisms were found in the flaps-up position. Both attitude indicators had extensive impact damage; the HSI and RMI indicated a northerly magnetic heading.
Engine and Propeller Examinations
Both engines were disassembled and examined; no preimpact mechanical anomalies were found. Circumferential scoring marks on internal rotating components were consistent with engines developing power at water impact. Both propellers were examined; damage indicated they were rotating and not feathered at impact, with blade angles in the normal operating range above flight idle, consistent with engine power on. No preimpact mechanical anomalies were found in the propellers.
Weight and Balance
The modified Beech 1900C had a maximum takeoff gross weight of 17,600 pounds. The estimated gross weight at takeoff was 16,207 pounds, about 1,393 pounds below the maximum. Total cargo weight was 5,319 pounds. The fuel vendor added 140 gallons of Jet A fuel (70 gallons to each main tank). The exact distribution of cargo within the airplane could not be determined.
Fuel Analysis
Fuel consumption calculations provided by the manufacturer and reviewed by investigators indicated that the airplane would have required an additional 37.16 gallons (249 pounds) of fuel to complete the flight to Anchorage with the mandatory 45-minute IFR fuel reserve as required by 14 CFR 91.167.
Additional Information
Following the accident, Alaska Central Express management decided to install cockpit image recording systems in all company aircraft.