N3705WPiper PA-32-260 · 1966

On September 9, 2013, at an undetermined time, a Piper PA-32-260 airplane, N3705W, operated by a private individual, went missing and was presumed to have crashed at a location between Yakutat, Alaska and Anchorage, Alaska. The airline transport pilot was presumed to have received fatal injuries and the airplane was presumed to have been destroyed. Visual meteorological conditions prevailed at the departure airport, Yakutat Airport (YAK), Yakutat, Alaska. A visual flight rules (VFR) flight plan was filed for the planned flight to Merrill Field (MRI), Anchorage, Alaska. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed YAK about 1530 Alaska daylight time.

The pilot had recently purchased the airplane and was ferrying it from Georgia to Alaska. The airplane landed uneventfully in YAK and the pilot purchased fuel, before departing on the accident flight. Review of radar data revealed targets with a corresponding transponder code of 1200, extending northwest, between the coast of the Gulf of Alaska and the Malaspina Glacier. The first target was recorded at 1543:29, indicating an altitude of 1,100 feet mean sea level (msl). The last target was recorded at 1548:13, indicating an altitude of 1,100 feet msl.

The pilot held an airline transport pilot certificate, with ratings for airplane multiengine land. He also held a commercial pilot certificate, with a rating for airplane single-engine land. In addition, he was a certificated flight engineer and mechanic. The pilot's most recent Federal Aviation Administration third-class medical certificate was issued on July 25, 2013. At that time, he reported a total flight experience of 9,747 hours.

The previous owner of the accident airplane described the pilot as very experienced. He further stated that the pilot had accrued about 25 hours in the airplane before departing to Alaska and flew it "well."

The pilot's logbook was not recovered.

The previous owner of the airplane provided copies of logbook entries for the most recent annual inspection. He also provided an equipment list and noted that the airplane was instrument flight rules (IFR) equipped with a GPS moving map, and the GPS was slaved to a VOR needle.

Review of logbook copies revealed that the airplane's most recent annual inspection was completed on September 13, 2012. At that time, the airplane had accrued 4,520.7 total hours of operation. The engine had accrued 1,394.73 hours since major overhaul.

The airplane logbooks were not recovered.

The pilot obtained an in-person weather briefing at the Juneau Flight Service Station (FSS) prior to departing to YAK. After landing uneventfully and refueling at YAK, the pilot radioed the Juneau FSS at 1529 to update his VFR flight plan. He reported that his destination was MRI and he had just departed YAK. The briefer acknowledged the update and advised the pilot that there was an advisory for IFR conditions west of the Kenai Peninsula with mountain obscuration. The pilot then asked for the latest conditions at: Merke K Smith Airport (CDV), Cordova, Alaska; Valdez Pioneer Field (VDZ), Valdez, Alaska; and MRI.

The briefer provided the current conditions at CDV, which included visibility 5 miles in light rain and mist, scattered clouds at 3,300 feet, a broken ceiling at 4,200 feet, and an overcast ceiling at 5,000 feet. The forecast for CDV included visibility 4 miles in moderate rain and mist, and an overcast ceiling at 2,500 feet. The current conditions at VDZ included visibility 1 mile, scattered clouds at 100 feet, a broken ceiling at 500 feet, and an overcast ceiling at 2,000 feet. The forecast for VDZ included visibility 5 miles in light rain and mist, and an overcast ceiling at 2,500 feet. The current conditions at MRI included unrestricted visibility, scattered clouds at 7,000 feet, and broken ceiling at 10,000 feet.

The briefer also included the current conditions in Whittier, Alaska, which included visibility 5 miles in rain, and overcast ceiling at 2,000 feet. The pilot then asked for the current conditions at Portage Pass and the briefer provided the conditions, which included visibility 1.75 miles in heavy rain, few clouds at 2,100 feet, a broken ceiling at 2,400 feet, and an overcast ceiling at 5,500 feet. The briefer added that he could barely see the mountain on the weather camera, portage pass was definitely closed, and VFR flight was not recommended. The pilot acknowledged the information, thanked the briefer, and indicated that he would stop at CDV if he had to.

The recorded weather at YAK, at 1553, was: wind 100 degrees at 4 knots; visibility 10 miles; few clouds at 1,700 feet; broken ceiling at 5,000 feet; overcast ceiling at 6,000 feet; temperature 13 degrees C; dew point 10 degrees C; altimeter 30.10 inches Hg.

The presumed crash site is near the Malaspina Glacier, with mountainous terrain to the east and the Gulf of Alaska to the west.

The sole occupant has not been recovered and no medical or pathological information is available.

An alert notice was issued by flight service at 2107 for the overdue airplane and an approximate 1-week search was initiated in an area centered 40 miles northwest of YAK, based on limited radar data. The search was conducted by personnel from the Civil Air Patrol, Alaska State Troopers, Alaska Air National Guard, and the U.S. Coast Guard, along with several volunteers. At the beginning of the search and throughout the week, efforts were hampered by poor weather conditions in the area and no emergency locator transmitter (ELT) signal was received in the area.

The missing airplane was not equipped with, nor required to be equipped with, a digital, 406 MHz ELT that instantly transmits a distress signal to search and rescue satellites, thereby alerting rescue personnel within minutes of the location of the crash. As of February 1, 2009, analog, 121.5 MHz ELT's stopped being monitored by search and rescue satellites, and the installation of 406 MHz ELTs has been voluntary. The missing airplane had an older generation 121.5 MHz ELT installed. Both types of ELT's can be turned on manually, or automatically, by impact forces.