History of Flight
On June 28, 2013, about 1040 Alaska daylight time, a twin-engine Beech Baron 95-B55, registration N5JG, was destroyed following a collision with terrain and post-crash fire in Broad Pass, about 15 miles southwest of Cantwell, Alaska. The airplane was operated as a visual flight rules (VFR) cross-country flight under Title 14, CFR Part 91. Of the three people aboard—the first pilot/airplane owner (left seat), second pilot (right seat), and a passenger—all sustained fatal injuries. Instrument meteorological conditions (IMC) were reported in the areas of Broad and Windy Pass at the time of the accident. The flight departed Fairbanks International Airport at approximately 1000, destined for Homer, Alaska, via Windy and Broad Pass. Company flight following procedures were in effect.
The first pilot owned a tour group business called "Let's Fly Alaska," through which pilots provide their own airplanes and travel as a group on guided tours. According to family members, the first pilot had invited the second pilot and the second pilot's girlfriend to accompany him. The second pilot had brokered and delivered an airplane for the first pilot, and the trip was a thank you for his services.
The accident airplane was the lead in a group of 18 airplanes divided into slow and fast groups. The accident airplane flew ahead to check weather and make arrangements. The fast group leader reported that weather deteriorated as his group approached Windy Pass, with low clouds, haze, and restricted visibility. He received a radio broadcast that the pass was not open due to poor weather and landed at Healy River Airport. The slow group leader also landed there, then departed later to check weather but returned due to thick clouds to the ground.
A witness at Summit Airport observed a twin-engine Beechcraft airplane about 400 feet above ground level, flying in and out of clouds. Weather at the time consisted of broken clouds at about 250–300 feet, overcast clouds at about 350 feet, and thin wispy fog in the trees.
Personnel Information
The first pilot, age 61, held an airline transport pilot certificate with airplane multi-engine land and rotorcraft-helicopter ratings, plus commercial privileges for airplane single-engine land and sea. He also held a type rating for a Bell 206 helicopter and a flight instructor certificate with multiple ratings. His most recent third-class medical was issued February 10, 2012, with a requirement for corrective lenses. On that application, he reported about 4,900 total flight hours, with 30 in the previous 6 months.
The second pilot, age 74, held a commercial pilot certificate with airplane multi-engine land, single engine land and sea, glider, and instrument ratings, as well as a flight instructor certificate with airplane single-engine, multi-engine, and instrument airplane ratings, plus ground instructor certificates. His most recent second-class medical was issued June 17, 2013, with a requirement for corrective lenses. He reported about 10,000 total flight hours, with 75 in the previous 6 months.
Aircraft Information
The six-seat, low-wing, retractable tricycle landing gear Beech Baron 95-B55 (serial number TC-1725) was manufactured in 1974. It was powered by two Continental Motors IO-520-E engines. The airplane was equipped with dual control yokes, and after-market vortex generators and winglets. No airframe or engine logbooks were discovered, but an aircraft status sheet indicated the most recent annual inspection was completed June 7, 2013, at which time the airplane had 4,805 total flight hours.
Meteorological Information
The closest weather reporting facility was Healy River Airport, about 42 miles north of the accident site. At 1053, a METAR reported wind variable at 3 knots, visibility 6 statute miles in haze, few clouds at 4,700 feet, broken clouds at 7,000 and 8,500 feet. FAA weather cameras at Summit recorded images about the time of the accident showing low ceilings and visibilities in all directions, with patchy low-level ground obscuration on the southwest and northwest cameras.
Wreckage and Impact Information
The accident site was in brush and tundra with sparse spruce trees at about 2,370 feet msl. Portions of the burned and fragmented airplane were scattered along a debris path oriented on a magnetic heading of 345 degrees, measuring about 726 feet in length. The initial impact point was marked by a broken tree top atop a 25-foot-tall spruce tree. The initial ground scar showed disturbed and burned tundra. A broken red navigation light lens and small fragments were found near the scar. The distance from initial impact to ground scar was about 70 feet. The cockpit and fuselage were extensively damaged by post-crash fire. The left wing separated and fragmented; the right wing separated with thermal damage. Both engines separated from their firewalls, and propeller assemblies separated with all six blades exhibiting substantial bending and torsional S-twisting. The main landing gear was retracted.
Examination of the airframe and engines revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Control continuity was established for aileron, elevator, and rudder systems.
Medical and Pathological Information
Postmortem examinations conducted by the Alaska State Medical Examiner on July 1, 2013, attributed the first pilot's cause of death to multiple blunt force injuries and the second pilot's cause of death to blunt force injuries. FAA toxicology for the first pilot was negative for carbon monoxide and ethanol; ibuprofen was found in urine, and morphine at 0.039 ug/ml in urine (well below the federal workplace cutoff of 2.000 ug/ml, and not detected in blood). For the second pilot, toxicology was negative for carbon monoxide and ethanol; tested substances included atorvastatin, norverapamil, quinine, verapamil in blood and urine, and zolpidem (Ambien) at 0.046 ug/ml in blood and 0.018 ug/ml in urine.
Tests and Research
Engine examinations by Continental Motors found no anomalies, contamination, or evidence of malfunction. Both magnetos produced strong spark when rotated. Five video cameras recovered from the aircraft contained no footage from the accident flight. Nine electronic devices contained no pertinent data.
Additional Information
The first pilot's widow stated that in fall 2012, her husband was undergoing chemotherapy for cancer and considered himself medically unqualified to serve as pilot-in-command (PIC). He arranged for the second pilot to accompany him because the second pilot qualified as PIC and met FAA and insurance requirements. Two documents were provided: a waiver and liability release dated October 10, 2012, listing the second pilot in the PIC section and signed by him, and a reservation form with the second pilot's information in the PIC section and handwritten words "Flying with me." The fast group leader stated that after the accident, "probably the only person who didn't understand he was PIC was [the second pilot's name]." The operator did not submit an NTSB accident report form.