History of Flight
On March 5, 2017, at about 2223 Alaska standard time, a Cessna R172K airplane, registration N736AS, struck sea ice in Norton Sound near Hastings Creek, approximately 10 miles east of Nome, Alaska. The private pilot sustained fatal injuries, and the airplane sustained substantial damage. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a visual flight rules personal flight, but instrument meteorological conditions prevailed. No flight plan was filed.
The flight departed Wasilla Airport (IYS) at 1710 with Nome City Field Airport (94Z) as its destination, about 470 nautical miles away. The pilot's fiancée reported that the pilot had not flown the airplane since late summer 2016 and had listed it for sale in January 2017. On the accident day, she saw him fueling the airplane from a self-service commercial fuel tank and filling 5-gallon fuel containers. A fuel receipt indicated a purchase of 35.3 gallons.
At about 2100, the pilot texted his fiancée that he was approximately 45 minutes from 94Z but could not land due to weather. He also asked a friend in Nome about local conditions; she replied at 2141 with visibility 10 miles and a ceiling of 600 ft overcast. The pilot responded, "Ok I think I can sneak in." Subsequent texts included "one more try" and "one more ok," followed by "not happening" at 2214. Garmin GPSmap 296 data revealed four approaches to runway 21 at 94Z, maneuvering, and a departure eastbound.
Witnesses observed the airplane in fog, noting normal engine sounds and lights on. One witness contacted the Nome flight service station to ensure runway lights were on at Nome Airport (PAOM), located 1 mile west of 94Z. Another witness, living near 94Z, reported very foggy conditions with a ceiling of about 300 ft and remarked on the difficulty of landing on an unlit snow-covered runway. After hearing multiple approaches, the witness heard a transmission on the common traffic advisory frequency that sounded like "no, no, no!" shortly after the airplane departed east. No emergency locator transmitter signal was heard.
GPS data showed no en route stops; the airplane cruised at about 9,000 ft. Total distance flown was 518 nm with a movement time of about 5 hours 15 minutes. The final data point at 2223 recorded a groundspeed of 36 knots at 373 ft altitude. The pilot was reported overdue at 0530 on March 6; an alert notice was issued at 0606, and search efforts located the wreckage at 0959 on sea ice near Hastings Creek.
Personnel Information
The pilot, aged 28, held a private pilot certificate with an airplane single-engine land rating and a third-class medical certificate issued January 22, 2013, bearing the limitation "not valid for night flying or by color signal control." Records showed he failed the color vision test during his 2013 and 2006 medical examinations. According to his fiancée, he was well rested and had worked until 1300 on the accident day. His logbook was not found; his most recent medical application indicated 62 total flight hours with none in the preceding 6 months. Flight time accumulated after that examination is unknown.
Aircraft Information
The Cessna R172K Hawk XP, serial number R1722378, was a four-seat, high-wing, fixed-gear airplane manufactured in 1977. It was powered by a 210-horsepower Continental Motors IO-360-K engine (serial number 355372) and a McCauley two-blade constant-speed propeller. The airplane was configured with wheels. Logbook review showed the most recent annual inspection was completed on February 5, 2015, at a tachometer time of 1,380.4 hours, airframe total time of 2,102.5 hours, and engine time since major overhaul of 131.4 hours. The airplane had not undergone an annual inspection for over two years, failing to comply with 14 CFR 91.409(a).
Meteorological Information
At 2204, an automated special observation at PAOM, about 11 miles west of the accident site, reported calm wind, overcast ceiling at 400 ft, visibility 10 miles, temperature -21°C, dew point 22°C (likely erroneous but as stated), and altimeter 30.49 inHg. A terminal aerodrome forecast issued at 1422 for the period from 1600 onward indicated wind 330° at 3 knots, visibility 4 miles in light snow and mist, and broken ceiling at 1,500 ft. A later forecast issued at 2020, valid from 2100, predicted wind 280° at 4 knots, visibility 1.5 miles in light snow and mist, and overcast ceiling at 500 ft. There was no evidence the pilot obtained a weather briefing before or during the flight.
Observations at White Mountain Airport (PAWM), 60 miles northeast of Nome, at 2158 and 2258 both reported visibility 10 miles and clear skies. Sunset in Nome on March 5 occurred at 1933, with evening civil twilight ending at 2022; night was defined as after civil twilight.
Wreckage and Impact Information
The airplane came to rest on sea ice in a steep nose-low attitude on a 110° heading. All major components were present. The engine, forward fuselage, and cabin were severely crushed; wing leading edges displayed accordion crush damage. The empennage and rear fuselage were intact, with a spanwise fracture and torsional displacement behind the wing. All flight control surfaces remained attached, and continuity to cockpit controls was confirmed. Flaps were retracted.
The propeller remained attached; blades were bent slightly aft without chordwise abrasions or torsional deformation. The engine showed impact damage, but the crankcase and cylinders were intact with no evidence of catastrophic failure. Fuel caps were secure; no measurable fuel was found in the wing tanks, which appeared intact. The fuel selector indicated "both." Six plastic 5-gallon containers were found in the aft cabin: two intact and full of fuel, two ruptured and fuel-smelling, and two intact and empty. A large cooler containing packaged marijuana was discovered in the rear seat.
Additional Information
The pilot operating handbook specified a total fuel capacity of 52 gallons (49 usable). At 9,000 ft with standard temperature and no wind, range profiles indicated 545 nm at 60% BHP or 505 nm at 70% BHP, both including a 5-gallon reserve. The actual power settings and fuel quantity at departure are unknown. Engine failure procedures called for establishing best glide speed of 75 knots and executing a forced landing if restart fails. Stall speed at maximum gross weight with flaps up was 54 knots.
Medical and Pathological Information
An autopsy performed by the Alaska State Medical Examiner attributed the pilot's cause of death to multiple blunt force injuries. Forensic toxicology tests were negative for carbon monoxide, ethanol, and drugs.