History of Flight
On October 15, 2012, about 1557 Alaska daylight time, a twin-engine Grumman C-1A "Trader" airplane, N27PH, was destroyed when it collided with tree-covered terrain and incurred a postcrash fire and explosion. The accident occurred approximately 19 miles west of Willow, Alaska. The airline transport rated pilot, the only occupant, was fatally injured. The airplane was registered to Fuel Services, LLC, Anchorage, Alaska, and was operating as a 14 CFR Part 91 visual flight rules (VFR) cross-country fuel transport flight. Marginal visual meteorological conditions were reported at the departure point. The flight originated from Wasilla Airport, Wasilla, Alaska, about 1520, en route to the Nixon Fork Mine, about 28 miles northeast of McGrath, Alaska. The purpose was to transport approximately 900 gallons of diesel fuel to a company-owned tank supplying a mining operation.
When the airplane did not arrive, the co-owner reported it overdue to the FAA at 1757. A search was initiated, and on the morning of October 16, an Air National Guard C-130 located the wreckage. Rescue personnel aboard an HH-60G helicopter reached the site later that morning and confirmed the pilot was deceased.
Two witnesses reported seeing the airplane. The first saw it flying northwest at an estimated altitude of 3,000 to 4,000 feet under an overcast layer, noting the engine sounded not "normal" but seeing nothing unusual. The second saw it flying southeast at an estimated 300 to 400 feet, stating it sounded like it was "struggling."
Primary radar data from Anchorage TRACON showed an unidentified aircraft, believed to be the accident airplane, departing Wasilla about 1522. The track proceeded northwest with cruising groundspeeds of 180 to 193 knots. No altitude or transponder code data were transmitted. Around 1343 (likely a recording error), the radar track changed direction to the southeast. Groundspeeds after the change started at 143 knots and gradually decreased to a low of 117 knots about 5 minutes before the accident. The last radar plot, at 1556:47, was approximately 5.5 nautical miles from the accident site, showing a heading of 088 degrees and a groundspeed of 175 knots.
Personnel Information
The pilot, age 62, held an Airline Transport Pilot Certificate with airplane multiengine land, multiengine sea, single engine land, single engine sea, and rotorcraft-helicopter ratings. His most recent first-class medical was issued on February 7, 2012, with the limitation that he must have glasses available for near vision. No personal flight records were located. According to FAA records, on his medical application he indicated total aeronautical experience of about 25,000 hours, with 200 hours in the previous 6 months.
Aircraft Information
The airplane was a surplus United States Navy, high-wing, twin-engine transport manufactured by Grumman Aerospace Corporation in 1957. It was powered by two Wright R-1820-82WA Cyclone, nine-cylinder radial piston engines, each capable of producing 1,525 horsepower. No logbooks or maintenance records were located; they were reportedly onboard and destroyed by the postcrash fire.
Meteorological Information
The closest weather reporting station to the accident site is Skwentna Airport, about 22 miles west. At 1452, about 63 minutes before the accident, an observation reported: wind 350 degrees true at 10 knots gusting to 18 knots; visibility 15 statute miles; sky condition scattered at 1,500 feet, 3,000 feet overcast; temperature 30°F; dew point 23°F; altimeter 29.11 inches Hg. The first witness near Willow reported an overcast layer about 5,000 feet AGL with no precipitation. The second witness, about 14 miles northwest of the site, reported an overcast ceiling between 600 and 1,000 feet with occasional snow showers, noting the airplane was flying below the ceiling.
Wreckage and Impact Information
The airplane impacted tree-covered terrain on an approximate heading of 125 degrees. Fragments were scattered along a debris path oriented along a magnetic heading of 130 degrees, measuring about 240 feet from initial impact to the furthest piece. Initial impact was with a birch tree about 60 feet from the first ground impact. The left wing tip was the first point of ground impact, buried about one foot. The impact angle was approximately 60 degrees nose down. A postimpact fire and explosion destroyed most of the airplane's structure.
An impact crater consistent with the left engine and propeller was found, along with a second crater consistent with the fuselage containing the empennage, left engine, and left nacelle. A tree adjacent to the second crater had scraping and embedded metal from a propeller. The empennage remained mostly intact, upside down, with no anomalies in pitch or rudder trim systems. The right engine propeller and cockpit remains were found near the second crater. A second area of severely burned wreckage contained the fuselage, right wing and nacelle, right engine, and other pieces. The left engine showed no anomalies externally; its propeller blades were bent aft with torsional S-bending and rotational scoring. The right engine sustained severe thermal damage; its propeller had leading edge gouging, chordwise scratching, and torsional S-bending.
Additional Information
About three months prior to the accident, the airplane was involved in a gear-up landing, which required inspection of the engine and replacement of propellers for both engines. The operator reported the inspections were satisfactory but could not provide documentation. A more detailed examination of the airframe and engines was not possible because the wreckage was never recovered. The operator did not submit the required NTSB Pilot/Operator accident report form 6120.1.
No communications were noted with the accident airplane. A postmortem examination attributed the pilot's cause of death to blunt force injuries. Toxicological testing for carbon monoxide, alcohol, and drugs was negative. A review of on-scene photos by an NTSB fire and explosives investigator revealed no evidence of an in-flight fire.
The company was set up to transport fuel to support mining operations. Since the operator leased the fuel farms they delivered to, they were not required to operate as a FAR Part 135 carrier.