NTSB Releases Preliminary Report August 1st Accident

Clues to the cause of an accident August 1st in Denali National Park in Alaska are not readily apparent, based on the NTSB's preliminary report. One witness did tell the NTSB that the engines of the Fairchild FA-C123K were "really working" as the airplane passed overhead at between 300 and 500 feet, but it looks as if the board has its work cut out for it with this one.

NTSB Identification: ANC10FA067
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 01, 2010 in McKinley Park, AK
Aircraft: FAIRCHILD C-123K, registration: N709RR
Injuries: 3 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 1, 2010, at 1500 Alaska daylight time, N709RR, a Fairchild FA-C123K twin engine transport category airplane was destroyed when it collided with terrain while maneuvering over Denali National Park, Alaska. The commercial certificated captain, the private pilot first officer, and the passenger were fatally injured. The airplane was registered to and operated by All West Freight, Incorporated, Delta Junction, Alaska. Visual meteorological conditions prevailed for the flight that originated at the Wolf Lake Airport (4AK6), Palmer, Alaska, and was destined for Unalakleet Airport (PAUN), Unalakleet, Alaska. No flight plan was filed for the business flight conducted under 14 Code of Federal Regulations Part 91.

The purpose of the flight was to transport a large generator to Unalakleet. A review of air traffic control (ATC) services along the route of flight revealed that the pilot was not in contact with ATC, and no radar service was provided.

According to a family member, the airplane departed Wolf Lake approximately 1400. At 1452, a witness, who was hunting about 10 miles south of Cantwell, Alaska, observed the airplane flying about 300-500 feet high above Parks Highway near mile-marker 195. The witness, who is a certificated pilot, said the airplane was flying straight and level and headed north toward Denali National Park. He stated that the landing gear and flaps were retracted and the engines were “really working” and “I felt the air vibrate as the airplane flew by.” The witness did not observe any smoke trailing from the airplane or anything unusual. He said the ceiling at the time was approximately 3,500 to 4,000 feet and the surrounding mountains were partially obscured. The witness took two photos of the airplane and one of the mountain obscuration. He provided a copy of these photos to the Safety Board, and they properly depict his observations.

Another witness, who was also a private pilot, was eating lunch on the deck at the Crow’s Nest, which is a restaurant on the hillside adjacent to the entrance into Denali National Park. The witness first observed the airplane flying straight and level from her left to right near the main entrance area to the park. Everything appeared to be normal. The witness could not estimate the airplane’s altitude, but said it was in “slow flight” and in a 30 degree nose down descent. There was no smoke trailing the airplane. She then observed the airplane pitch straight up near vertical, stall, then roll left, and nose dive toward the ground. The witness did not see the impact, but saw two large mushroom clouds after she lost sight of the airplane. The weather at the time was “clear skies with a high ceiling.” The witness took two photographs of the airplane. The first photo shows the airplane in straight and level flight. The second photo was taken several seconds later and showed the airplane inverted in a near vertical descent just above the tree line.

Fairchild C-123 File Photo

Numerous people observed the airplane flying low and slow over the park before it entered a steep left bank and then nosedive into the ground. The sound of the engines was loud and an increase in pitch was heard right before impact. Several of these witnesses also observed that the landing gear was retracted.

The airplane impacted sloping, wooded terrain adjacent to Park Road, which is the main road into Denali National Park. The accident site was located between the visitor’s center and the Park’s headquarters complex. The airplane collided with numerous standing Spruce trees that were densely situated on the hillside. Numerous cut branches were strewn around the accident site on both the left and right side of the wreckage. Examination of these cut tree limbs revealed flat angular fractures with black paint transfer marks.

The airplane came to rest upright on a 060 degree heading at an elevation of 2,158 feet mean sea level (msl). The wreckage was confined to an approximately 250-foot by 300-foot-wide area. A post impact fire consumed most of the cockpit area, fuselage, inboard sections of the wings (around fuel tanks), both flaps, and damaged a majority of the tail section and outboard sections of the wings. The post impact fire also started a small forest fire around the main wreckage and to an area adjacent to the accident site.

Examination of the airplane revealed that all major flight control surfaces were located at the site, including the two R2800 radial engines and the two jet-assist engines. Flight control continuity was established for all flight control surfaces to the cockpit. The left wing (including the aileron)exhibited impact and fire damage as did the right wing and aileron. The vertical stabilizer, the rudder and rudder trim sustained impact and fire damage and came to rest on top of the cockpit area. The right horizontal stabilizer exhibited fire and impact damage, and came to rest on top of the right wing. A section of the right elevator remained attached to the stabilizer, but the fabric had burned away, exposing the metal framework. The left horizontal stabilizer sustained extensive fire damage, and was found on the left side of the fuselage near where the left wing fuel tank was located. A small section of elevator remained attached to the stabilizer.

The generator came to rest upright, and was in the center of the wreckage, which was consistent with the location of the cargo bay. The nose gear was observed just forward and partially under the generator. The ramp to the cargo bay and the main landing gear came to rest aft of the generator and exhibited fire and impact damage.

Both engines came to rest on their respective sides next to the cockpit. The left engine was upright, but partially buried in the ground and sustained impact and fire damage. A propeller blade remained attached, but was turned 180 degrees in the hub. The blade was intact and if orientated correctly, would be bent forward. The other two blades were buried in a small impact crater just forward of the engine. Both blades had separated at the hub and exhibited extensive leading edge damage and chordwise gouging and scoring. The left jet engine came to rest just forward of the left wing.

The right engine came to rest with the propeller hub buried about 2- 3 feet into the ground and sustained fire and impact damage. A segment of one of the propeller blades was found on Park Road. Another section of a blade was found just forward of the right wing, and another section of a blade was found in the impact crater near the propeller hub. The right jet engine came to rest just aft of the right wing.

The pilot held a commercial pilot certificate for airplane single-engine land and sea, multi-engine land, rotorcraft-helicopter, and instrument airplane. He also held a type rating for the FA-C123, and was restricted to flights conducted under visual flight rules only. The pilot's last Federal Aviation Administration (FAA) second class medical was issued on May 27, 2010. At that time, he reported a total of 20,000 flight hours.

The co-pilot held a private pilot certificate for airplane single and multi-engine land, rotorcraft-helicopter, and instrument airplane. His last recorded FAA third class medical was issued on June 28, 1989.

According to the type certificate data sheet (NO. A12NM), the airplane required a minimum of two crew; a pilot and copilot. However, according to the FAA, the co-pilot was not required to hold a type rating in the airplane but was required to have some training in the airplane.

Weather at McKinley National Park Airport (PAIN) about 1 mile east of the accident site, at 1516, was reported as wind 130 degrees at 6 knots, visibility 10 miles, few clouds at 5,500 feet, scattered clouds at 10,000 feet, temperature of 24 degrees Celsius, dewpoint 11 degrees Celsius, and a barometric pressure setting of 30.02 inches of Mercury.

FMI: www.ntsb.gov