Former Senator, Four Others Fatally Injured In August, 2010

The NTSB has released the factual data it will use to determine the probable cause in an accident which occurred on August 9, 2010. The accident fatally injured former Alaska Senator Ted Stevens and four others, including the pilot. Four other people were seriously injured when the airplane went down.

de Havilland DHC-3T N455A

According to the report, about 1442 Alaska daylight time (ADT), a single engine, turbine-powered, amphibious float-equipped de Havilland DHC-3T airplane, N455A, impacted mountainous tree-covered terrain about 10 miles northeast of Aleknagik, Alaska. Of the nine people aboard, the airline transport pilot and four passengers died at the scene, and four passengers sustained serious injuries. The airplane sustained substantial damage. The flight was operated by General Communication, Incorporated (GCI), Anchorage, Alaska, under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The flight originated at a GCI-owned remote fishing lodge on the southwest shoreline of Lake Nerka about 1427 and was en route to a remote sport fishing camp on the banks of the Nushagak River, about 52 miles southeast of the GCI lodge. At the time of the accident, marginal visual meteorological conditions were reported at the Dillingham Airport, about 18 miles south of the accident site; however, the weather conditions at the accident site at that time are not known. No flight plan was filed.

The NTSB Operations Group members convened at Anchorage, Alaska, on August 10, 2010, to conduct the initial field phase of the investigation. The Operations Group concluded the field phase of the accident investigation in Anchorage, Alaska, on August 18, 2010.

Accident Site On Sectional Chart

According to GCI Lodge personnel, the purpose of the flight was to transport 8 passengers to the HRM fishing camp, which is located about 52 nautical miles southeast of the GCI Lodge, for an afternoon of fishing, followed by a return flight to the GCI Lodge for dinner. Lodge personal reported that earlier in the morning after the pilot had returned from Dillingham, he reported that the weather consisted of turbulence and low ceilings and was not conducive for a flight to the fishing camp at that time. However, after finishing lunch, which was about 1400, the pilot informed the lodge coordinator who was in charge of coordinating the flights to the fishing camp, that the weather had lifted and he was comfortable taking a group to the fishing camp if they wanted to go. The coordinator reported that he gathered and organized the guests, making sure that they all had their fishing licenses and gear; he estimated that it took him between 20 to 30 minutes to get the group to the dock. It was also reported that each occupant wore life preservers on the airplane.

Prior to the airplane’s departure the lodge manager reported observing the pilot checking the weather several times on the computer. He said that after being informed that the group would be going to the fishing camp, he called the fishing camp to inform them that they had a group who hoped to go fishing; the fishing camp replied, saying that they were speaking with the GCI pilot and that they were ready for the lodge guests. The lodge manager stated that he proceeded to the dock at about 1430 and helped untie and push the airplane off the dock. He further stated that at the time the Otter took off he could see all of Jackknife Mountain across the lake, which he said is about 2,100 feet high and that it was mostly cloudy but there were some blue patches in the sky. The lodge manager added, “I could see all the way to the end of the lake, so at least three miles. It was somewhat windy.” In addition, the guest coordinator stated that as far as the weather was concerned, he could see down the Agulowak River to the bend, and in the other direction he could see across River Bay. He said the cloud layer was “clipping” approximately the top 25 percent of the mountain peaks across the River Bay from the [GCI Lodge]. Sky Connect data revealed that the airplane departed the lodge at about 1427. According to the lodge manager, the group was expected back for dinner, which was normally served at about 1900.

Accident Site Aerial Photo

The lodge coordinator reported that during the afternoon he was working on his laptop and noticed that it was getting late. He checked the cabins to see if anyone was back and then proceeded to the lodge dining hall, where he noticed by the clock on the wall that it was 1813. The lodge manager subsequently called the HRM fishing camp to inquire about the status of the airplane, at which time he was informed that the airplane had never arrived. He also called the Dillingham Flight Service Station to inquire if they had any information relative to the location of the airplane. The briefer reported that he had not had any contact with the airplane since it had departed earlier that morning.

At about 1830, two residents of the GCI lodge, one of whom was a physician, departed in their private airplane on a search of the area. Shortly thereafter, a GCI technician based in Dillingham, which is located about 23 nautical miles southeast of the GCI lodge, departed the Dillingham Airport (PADL) in a Robinson R-44 helicopter to join in the search of the overdue flight. According to DLG FSS personnel, an Alert Notification (ALNOT) for N455A was issued at 1916. Additionally, 2 Cessna 207 airplanes, which were also operating in the area at the time, joined in the search. At about 1935, the pilot of one of the Cessna 207s reported that he had spotted N455A. Subsequently, FSS personnel provided the pilot of the R-44 with the accident location, which resulted in the pilot landing about 1,000 feet above the accident site. The GCI technician deplaned the helicopter and proceeded to the site of the wreckage. In coordination with the private airplane, which had departed the GCI Lodge earlier to join in the search, the helicopter pilot departed for the Aleknagik Airport, about 10 miles southwest of the accident site, where he rendezvoused with the physician in order to transport her to the accident site.

The GCI technician, who was the first responder, reported that after being dropped off by the R-44 helicopter he proceeded down slope to the airplane wreckage; he estimated this took between 20 to 30 minutes. After arriving at the wreckage the technician remained at the site long enough to identify the survivors and speak with them from outside of the airplane. The technician then proceeded back up to the original helicopter landing zone to meet with and assist the doctor down to the wreckage site; she had just arrived from Aleknagik in the R-44. He stated that at this time the R-44 pilot returned to Dillingham pick up and transport two emergency medical technicians (EMTs) to the accident site. After a period of time and while at the wreckage site with the doctor, the GCI technician observed the R-44 helicopter returning from Dillingham. Following an unsuccessful attempt to land at the original landing site, the helicopter pilot landed successfully at an alternative site. After securing the helicopter the pilot and both EMTs proceeded to the wreckage site. Personnel now at the scene of the accident included the doctor, the GCI technician, the R-44 pilot, and the two EMTs from Dillingham.

NTSB Map

At about 2030, Egli Air Haul of King Salmon, Alaska, was contacted by GCI personnel to transport two EMTs based in Dillingham to the accident site. Subsequently, an Egli Air Haul Bell 206B helicopter departed King Salmon at 2041, and landed at Dillingham at 2118, with the pilot and mechanic on board; the mechanic is also an Alaska certified EMT-3. The EMT/mechanic reported that they departed Dillingham at 2129 and arrived at the accident site landing zone about 2140, where he and the other two EMTs deplaned. The EMT-3/mechanic reported that he and the two EMTs proceeded uphill, thinking this was the correct route to the accident site; however, the location of the accident site from the landing zone was downhill. The EMT-3 said that after about an hour of looking for the wreckage, he advised the two Dillingham EMTs to proceed back down the hill, as that might be the direction of the wreckage. The EMT-3 said that a short time later he too proceeded down the hill, but did not locate the two Dillingham EMTs before he reach the helicopter landing zone. The EMT-3 reported that during this time frame the Bell 206B helicopter pilot had departed the landing zone to search for the crash site, and upon returning picked up the EMT-3 and flew him to an area in close proximity to the crash site; the two Dillingham EMTs had elected not to go on this flight. After landing the EMT-3 proceeded about 100 yards to the crash site, where he rendered aid and assistance to the survivors and remained overnight. The EMT-3 reported that due to the darkness, the fog, and injuries to the passengers, and that removal was impossible at this time, he radioed the pilot of the Bell 206B to return to Dillingham for the remainder of the night.

The GCI technician stated that he had earlier observed the other helicopter (the Bell 206B) land and drop off two EMTs and then saw them proceed up hill, which prompted him and the R-44 pilot to leave the wreckage site to look for them. The technician stated that by the time they did locate the EMTs, it was about 2330, and they were near the landing zone where the R-44 helicopter was located. The GCI technician revealed that the group ultimately decided that it was too dangerous to try and get back down to the accident site, so they departed for Dillingham in the R44. The technician said that he thought it was around midnight when they arrived at Dillingham.

A post accident examination of the wreckage site revealed that the airplane had impacted upsloping terrain with an estimated incline of about 30 degrees. The airplane came to rest on a magnetic heading of 070 degrees at an altitude of about 900 feet, and at coordinates 59 degrees 19.43 minutes north latitude and 158 degrees 23.25 minutes west longitude. The energy path was estimated to cover a distance of about 150 feet. The wreckage site about 18 miles southeast of the GCI Lodge and about 32 miles northwest of the HRM fishing camp. Search and rescue operations were successful in extracting the 4 surviving passengers from the wreckage site the morning following the accident. Subsequently,the airplane’s wreckage was recovered to a secured facility in Dillingham for further examination.

FMI: http://dms.ntsb.gov/pubdms/search/hitlist.cfm?docketID=50034