History of Flight
On March 8, 2013, about 0815 Alaska standard time, a Beech 1900C airplane, N116AX, operating as Alaska Central Express flight 51, was destroyed when it collided with rising terrain about 10 miles east of Aleknagik, Alaska. The captain and first officer were fatally injured. The flight was a cargo flight operating under 14 CFR Part 135. Instrument meteorological conditions prevailed along the route, and the airplane was on an instrument flight rules flight plan. The flight departed King Salmon Airport at about 0750, en route to Dillingham Airport.
About 0803, the pilot requested the RNAV/GPS runway 19 approach to Dillingham and direct routing to ZEDAG, the initial approach fix. The Anchorage ARTCC controller cleared the airplane to fly directly to ZEDAG followed by the ZEDAG transition and the RNAV/GPS runway 19 approach, with an altitude restriction of at or above 2,000 feet mean sea level until established on a published segment. About 6 minutes later, while descending toward the IAF, the pilot requested to enter holding to check runway conditions; the controller granted the request. The airplane subsequently disappeared from radar, and all contact was lost.
Search efforts located the accident site about 6 miles north-northwest of ZEDAG in the Muklung Hills. The wreckage was found at an elevation of about 1,996 feet msl.
Crew Information
The captain, age 38, held an airline transport pilot certificate with a Beech 1900 type rating. He had 5,770 total flight hours, including 5,470 in type. His most recent FAA medical was June 11, 2012. The first officer, age 21, held a commercial pilot certificate with instrument rating. He had 470 total flight hours, including 250 in type. His most recent FAA medical was August 9, 2012.
Aircraft Information
The airplane, manufactured in 1992, was a twin-engine Beech 1900C equipped with Pratt and Whitney PT6A-65B engines. It was maintained under an approved continuing airworthiness program. The airplane was equipped with a Bendix/King KMD 850 multifunction display and dual Garmin 430W units capable of providing terrain warnings. It was equipped for instrument flight into icing conditions and could be operated by a single pilot. No cockpit voice recorder or flight data recorder was installed.
Wreckage and Impact
The wreckage was located on a southeast-facing slope in steep, snow- and ice-covered terrain. The initial impact point was at 1,996 feet msl with a debris path extending about 900 feet uphill. The fuselage and cockpit were separated into three large pieces. Engines and propellers showed evidence of impact damage; propeller blades sheared off at the hub. Damage to terrain warning units precluded testing of their preaccident configuration.
Meteorological Conditions
The Dillingham weather observation at 0745 reported an overcast ceiling at 1,500 feet, wind from 100 degrees at 17 knots gusting to 30 knots, visibility 7 miles in light rain, temperature 34°F, dew point 32°F, and pressure 29.09 inHg. Instrument meteorological conditions prevailed along the route and in the holding pattern area.
Air Traffic Control
Radar data showed the airplane's trajectory generated aural and visual minimum safe altitude warnings (MSAW) on the controller's display starting at 0809:16. The controller stated he was not consciously aware of the warnings and did not issue terrain alerts or climb instructions. The last radio transmission from the flight was at 0809:51. The controller expected the pilot to climb to 4,300 feet msl for the holding pattern.
Probable Cause
The source does not provide a probable cause.