GENERAL INFORMATION FOR NTSB REPORT: ANC00LA042
Data Source NTSB AVIATION ACCIDENT/INCIDENT DATABASE
NTSB Report Nbr ANC00LA042
Event Id 20001212X20747
Local Date 04/05/2000
Local Time 1500
State AK
Airport Name POGO MINE AIRSTRIP
Event Type ACCIDENT
Injury Severity NONE
Record Status
Mid Air Collision NO
Event Location ON AIRPORT/AIRSTRIP

WEATHER INFORMATION
Weather Briefing Complete UNKNOWN
Basic Weather Conditions VISUAL METEOROLOGICAL COND
Light Condition DAY
Cloud Condition CLEAR
Cloud Height above Ground Level (ft) 0
Ceiling Height above Ground Level (ft) 0
Cloud Type NONE
Visibility RVR (ft) 0
Visibility RVV (sm) 0
Visibility (sm) 40
Wind Direction (deg) 0
Wind Condition Flag V
Wind Speed (knots) 20
Wind Condition Indicated Unknown

AIRCRAFT INFORMATION
Aircraft 1
Type of Operation PART 135: AIR TAXI & COMMUTER
Registration Number N549WB
Aircraft Make SHORT
Aircraft Model SC7
Aircraft Series UNDESIGNATED SERIES
Aircraft Damage SUBSTANTIAL
Aircraft Fire NONE
Aircraft Explosion NONE
Aircraft Type AIRPLANE
Aircraft Homebuilt UNKNOWN
Phase of Flight UNDEFINED
Aircraft Use UNKNOWN
Category of Operation NON-SCHEDULED
Flight Plan Filed COMPANY VFR
Domestic/International DOMESTIC
Passenger/Cargo CARGO
Operator Name ALLWEST FREIGHT INC
Operator Doing Business As
Owner Name ALLWEST FREIGHT, INC.
Number of Seats 2
Number of Engines 2
ELT Installed UNKNOWN
ELT Operated UNKNOWN
Departure Airport Id D66
Departure City DELTA JUNCTION
Departure State ALASKA
Last Departure Point NO
Destination Local CRASH AT DESTINATION CITY
Destination Airport Id
Destination City
Runway Id 36
Runway Length 1500
Runway Width 75
Air Carrier Operating Certificates YES
Air Carrier Other Operating Certificates UNKNOWN
Rotocraft/Agriculture Operating Certificate UNKNOWN
Cert Max Gross Wgt 12500

ENGINE INFORMATION

Aircraft 1 - Engine : #1
Engine Manufactuer Garrett
Engine Model TPE-331
Engine Horsepower 715
Engine Thrust HP

INJURY INFORMATION
Injury Summary for Aircraft 1
Fatal Serious Minor None
Crew 0 0 0 0
Pass 0 0 0 0
Total 0 0 0 1
Sequence of Events for Aircraft 1
Occurrence #1
ON GROUND/WATER ENCOUNTER WITH WEATHER
Phase of Operation: LANDING - ROLL

Events Sequence for Occurrence #1 of Aircraft 1
Event Seq # Event Group Code Subject Modifier Personnel Cause/Factor

Occurrence #2
LOSS OF CONTROL - ON GROUND/WATER
Phase of Operation: LANDING - ROLL

Events Sequence for Occurrence #2 of Aircraft 1
Event Seq # Event Group Code Subject Modifier Personnel Cause/Factor
1 1 WEATHER CONDITION CROSSWIND FACTOR
2 2 COMPENSATION FOR WIND CONDITIONS INADEQUATE PILOT IN COMMAND CAUSE
3 1 WEATHER CONDITION UNFAVORABLE WIND FACTOR
4 2 GROUND LOOP/SWERVE INADVERTENT PILOT IN COMMAND FACTOR

Occurrence #3
ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER
Phase of Operation: LANDING - ROLL

Events Sequence for Occurrence #3 of Aircraft 1
Event Seq # Event Group Code Subject Modifier Personnel Cause/Factor
5 1 TERRAIN CONDITION SNOWBANK




AIRCRAFT 1 PRELIMINARY REPORT


On April 5, 2000, about 1500 Alaska daylight time, a wheel equipped Short Brothers SC7 airplane, N549WB, sustained substantial damage during landing at a remote airstrip, about 46 miles east of Delta Junction, Alaska, at latitude 64 degrees, 27 minutes north, and longitude 144 degrees, 56 minutes west. The flight was being conducted under Title 14, CFR Part 135, as a cargo flight, operated by Allwest Freight, Inc. The solo commercial pilot was not injured. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The flight originated at the Delta Junction airstrip, about 1445. During a telephone conversation with the National Transportation Safety Board investigator-in-charge on April 6, the pilot reported that he was landing to the north, which required a correction for a left crosswind. He reported that during the landing roll, a strong gust of wind veered the airplane to the right. He said that he applied left rudder in an attempt to realign the airplane with the airstrip, but was unable to realign the airplane before the airplane's nose wheel struck a snow berm. He said that the airplane sustained substantial damage to the nose wheel bulkhead. The pilot related that wind conditions at the time of the accident were from the southwest at 20 knots, with peak gusts to 30 knots, and added that the airstrip was covered with ice. The pilot submitted a written report to the NTSB dated May 5, 2000, and indicated that during the landing roll, the wind shifted. The pilot wrote, in part: "When landing to the north with a good wind from the north, on the south end of the strip, midway down the strip, the wind changed to the southwest at about 15 to 20 knots, with a very icy runway. I hit the snow berm along side of the runway, and bent the nose gear." The pilot said that there were no preaccident mechanical anomalies with the airplane.

AIRCRAFT 1 FINAL REPORT


During a telephone conversation with an NTSB investigator, the commercial pilot reported that he was landing to the north, which required a correction for a left crosswind. He said that after landing and during the landing roll, a strong gust of wind veered the airplane to the right. He applied left rudder in an attempt to realign the airplane with the airstrip, but was unable to realign the airplane before the airplane's nose wheel struck a snow berm. The pilot related that wind conditions at the time of the accident were from the southwest at 20 knots, with peak gusts to 30 knots, and added that the airstrip was covered with ice. In his written report, dated May 5, 2000, the pilot wrote, in part: 'When landing to the north with a good wind from the north, on the south end of the strip, midway down the strip, the wind changed to the southwest at about 15 to 20 knots, with a very icy runway. I hit the snow berm along side of the runway, and bent the nose gear.' The airplane sustained substantial damage to the nose wheel bulkhead.

AIRCRAFT 1 CAUSE REPORT


The pilot's inadequate compensation for wind conditions during landing. Factors associated with the accident were an unfavorable wind, a crosswind, and an inadvertent swerve.


END REPORT