Flight Summary
On February 6, 2025, about 1520 Alaska standard time, a Textron Aviation (Cessna) 208B airplane, registration N321BA, operating as Bering Air flight 445, was destroyed when it crashed near Nome, Alaska. The pilot and nine passengers sustained fatal injuries. The flight was conducted under 14 CFR Part 135 as a scheduled commuter service.
The pilot departed Unalakleet Airport (PAUN) at 1437 Alaska standard time, bound for Nome Airport (PAOM). He had earlier departed Nome, stopped in Saint Michael, and arrived in Unalakleet about 1028. At 1436, he contacted Anchorage Air Route Traffic Control Center (ARTCC) and received an instrument flight rules clearance to Nome via the EMMMO waypoint at 8,000 ft mean sea level (msl).
At 1440, radar contact was established. The flight leveled at 8,000 ft msl about 1449. At 1456, the controller cleared the flight to descend to 6,000 ft at the pilot's discretion. The pilot began descent at 1511. At 1514, the controller informed the pilot that Nome's runway was closed for deicing and would reopen in 10 to 15 minutes; the pilot acknowledged and reduced speed.
About 1515:30, the airplane leveled at 6,000 ft msl. Airspeed decreased. At 1516, the controller instructed descent to 4,000 ft. At 1519:20, the airplane leveled at 4,000 ft with engine power increasing, but airspeed continued to drop. At 1519:35, the autopilot disengaged at 99 knots. Within 19 seconds, airspeed fell to about 70 knots and altitude to 3,100 ft. The airplane turned south. At 1520:07, the controller instructed a climb to 4,000 ft. The final ADS-B data at 1520:09 showed altitude 1,325 ft msl, about 32 miles east of Nome. Satellite data recorded 200 ft msl at 1520:17. A low altitude alert was transmitted at 1520:18, but no further communications were received.
Pilot Information
The pilot held a commercial pilot certificate with single-engine and multiengine land ratings and instrument privileges. He also held a BE-1900 type rating (second-in-command only), an airframe and powerplant mechanic certificate, and a remote pilot certificate. His most recent first-class medical was issued December 3, 2024, with no limitations. He was employed by the operator since March 2022. His last competency check (14 CFR 135.293) was December 9, 2024; instrument proficiency check (14 CFR 135.297) was September 22, 2024; and line check (14 CFR 135.299) was July 28, 2024. He completed Cessna Cold Weather Operations training on October 29, 2024, and recurrent ground training on January 17, 2025. He had about 2,500 total flight hours, including 1,060 in Cessna 208B airplanes, with 58.4 hours in the preceding 30 days and 4.4 hours in the preceding 7 days.
Aircraft Information
The airplane was a Textron Aviation 208B (serial number 208B5613) built in 2020, powered by a Pratt & Whitney PT6A-140 engine and a McCauley four-blade controllable-pitch propeller. It was equipped with a TKS ice protection system with porous titanium panels on leading edges, and a fuselage cargo pod. An Aircraft Payload Extender III (APE III) modification (Supplemental Type Certificate SA01213SE) allowed a maximum gross takeoff weight of 9,062 lbs. For flight into known icing conditions, the TKS supplement limited maximum takeoff weight to 8,807 lbs. The airplane was maintained under a continuous airworthiness program; the most recent airframe, engine, and propeller inspections were completed January 7, 2025, at 4,291.3 airframe hours.
Weight and Balance
According to the operator's load manifest, baggage and cargo weighed about 709 lbs. Preliminary weight calculations indicated a gross takeoff weight of about 9,776 lbs, which was about 969 lbs over the TKS icing limit and 714 lbs over the APE III maximum. Postaccident examination of the airplane contents found baggage and cargo weighing about 798 lbs, leading to an estimated takeoff weight of about 9,865 lbs—1,058 lbs over the TKS icing limit and 803 lbs over the APE III limit. A detailed performance and center-of-gravity analysis is ongoing.
Weather Conditions
At the time of the accident, the area was north of a stationary front extending from the Bering Sea into northwestern Canada. The 1505 weather observation at Nome reported calm wind, 10 statute miles visibility, light snow, broken ceiling at 2,700 ft agl, temperature -10°C, dew point -12°C, and altimeter 30.20 inHg. The 1545 observation reported wind from 350° at 6 knots, visibility 4 miles, haze, broken ceiling at 2,500 ft, temperature -10°C, dew point -13°C. Airmen's Meteorological Information (AIRMET) Sierra and Zulu were valid for the area, forecasting IFR conditions, mountain obscuration, and occasional moderate icing between 2,000 and 8,000 ft msl. No significant meteorological information or center weather advisories were issued. The sun elevation was 9.37°.
Wreckage Examination
Aerial search personnel located the wreckage on a large floating icepack in Norton Sound on February 7. The icepack moved 5 to 10 miles per day due to tidal currents. The airplane came to rest upright. The propeller assembly separated from the engine. The fuselage exhibited upward crushing along its entire length. Both wings had leading-edge crushing; the left wing partially separated, and the right wing outboard section rotated aft. No evidence of in-flight structural failure was found. Flight controls remained attached. The wing flap actuator indicated flaps retracted. Minor ice accumulation was observed on leading-edge surfaces aft of the TKS panels. Significant ice was noted on the base of the beacon/strobe light on the vertical stabilizer. The TKS tank was compromised; continuity of TKS fluid flow was confirmed postaccident. The emergency locator transmitter was disconnected from its antenna during impact. Further examinations are pending.