History of Flight
On August 23, 2017, at approximately 2245 Alaska daylight time, a wheel-equipped Piper PA-18AS-125, registration N1905A, impacted remote, tree-covered terrain about 31 miles northwest of Tyonek, Alaska. The private pilot sustained fatal injuries, and the airplane was destroyed. The flight was operating under Title 14 Code of Federal Regulations Part 91 as a visual flight rules (VFR) personal flight. Night instrument meteorological conditions were present along the route, and no flight plan was filed. The flight originated from a remote airstrip near Telaquana Lake in Lake Clark National Park and Preserve around 2130, destined for Merrill Field in Anchorage, Alaska.
The pilot's wife reported that he was returning from a solo Dall sheep hunting trip in the Alaska Range. He had departed Merrill Field on August 19 around 1630 and arrived at the remote airstrip about 1930. The trip length was open-ended.
During the evening of the accident, the pilot made three phone calls via satellite phone to the FAA Kenai Flight Service Station requesting weather information. All three calls were dropped due to satellite coverage interruptions. The same flight service specialist handled each call. In the first call at 1950, the pilot requested an outlook briefing for a flight via Merrill Pass to Anchorage. The second call at 1956 lasted about 3 minutes; the pilot asked for a quick weather brief, and the specialist provided the Merrill Pass forecast and other data. At 2100, the pilot called his wife and asked her to retrieve weather for a flight to Merrill Field, but he did not call back. The third and final call to the flight service station at 2108 lasted 10 minutes. The pilot asked if VFR flight across the Alaska Range or near Merrill Pass was recommended that night. The specialist stated she had nothing giving a good report and provided the current area forecast, including an airman's meteorological information advisory, regional ceiling and visibility information, and a pilot report indicating VFR was not recommended on the east side of Lake Clark Pass. The specialist also described images from the FAA Merrill Pass low weather camera but did not provide the forecast for instrument flight rules ceilings, rain, and mist indicated for the pass in the area forecast. She omitted forecast turbulence information and current radar data despite pilot requests. The pilot indicated he was in no hurry and asked about the next day's conditions. The specialist summarized frontal systems and said, "…I would not chance that." The pilot stated his intent to go that night and began filing a VFR flight plan, but the call ended before completion.
About 2220, the pilot texted his wife that he was flying over Kenibuna Lake and expected to be home around 2300. She did not hear from him again. She stated he was not rushed and had no emergency requiring departure.
The route of flight proceeded northeast over mountainous terrain, then east over Kenibuna Lake and Chakachamna Lake, continuing over hilly areas toward Cook Inlet and the Matanuska-Susitna Valley. The accident site was located about 1/4 mile south of the Chakachatna River.
Meteorological Information
At the accident time, an automated weather station at Kenai Municipal Airport reported calm wind, visibility 5 miles, light rain, mist, scattered clouds at 5,000 feet, and an overcast ceiling at 6,000 feet. An AIRMET advisory for mountains occasionally obscured in clouds and precipitation was active. The area forecast for Merrill Pass forecast IFR ceilings with moderate rain and mist. For the region, isolated moderate turbulence below 6,000 feet and isolated moderate icing between 8,000 and 15,000 feet were forecast. Weather radar data showed extensive precipitation near the accident site.
Sunset was at 2141, end of civil twilight at 2231. The moon had set before the accident, providing no natural illumination.
Wreckage and Impact Information
The wreckage was discovered the next morning at the base of a 100-foot-tall cottonwood tree at an elevation of about 455 feet. All parts of the airplane were accounted for. The fuselage, wings, and cockpit were severely damaged. Flight control continuity could not be established due to impact damage. The engine and propeller were buried under the airframe. Hunting and camping gear was scattered. No preimpact mechanical malfunctions or failures were found. The recovered cargo weighed about 178 pounds.
Pilot and Aircraft Information
The pilot did not hold an instrument rating. His logbook showed no actual instrument flight experience, 23 hours of simulated instrument experience, and 66.1 hours of night flying. His wife described him as a conservative, safe pilot aware of mountain weather dangers. He always carried a satellite phone. The aircraft was not equipped for instrument flight and lacked an onboard weather system. Maintenance records showed no uncorrected discrepancies.
Additional Information
The flight service specialist had completed required training. She had previous air traffic control experience and was rehired by the FAA in August 2016.
Data from a recovered Garmin Aera 660 GPS unit showed the airplane conducted two descending, spiraling turns in the final minutes, with airspeeds between 49 and 82 knots before data termination.