Saturday, January 02, 2016

Cessna 208B Grand Caravan, N540ME, Wright Air Service: Accident occurred January 02, 2016 near Anaktuvuk Pass Airport (PAKP), Alaska

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket  - National Transportation Safety Board:   https://dms.ntsb.gov/pubdms

NTSB Identification: ANC16LA012
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, January 02, 2016 in Anaktuvuk Pass, AK
Probable Cause Approval Date: 08/28/2017
Aircraft: CESSNA 208B, registration: N540ME
Injuries: 5 Serious, 3 Minor.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The airline transport pilot was conducting a scheduled passenger flight in an area of remote, snow-covered, mountainous terrain with seven passengers on board. The pilot reported that, after receiving a weather briefing, he chose to conduct the flight under visual flight rules (VFR). While en route about 10,000 ft mean sea level (msl), the visibility began “getting fuzzy.” The pilot then descended the airplane to 2,500 ft msl (500 ft above ground level) to fly along a river. When the airplane was about 10 miles southwest of the airport, he climbed the airplane to about 3,000 ft msl in order to conduct a straight-in approach to the runway. He added that the visibility was again a little “fuzzy” due to snow and clouds, and that he never saw the airport. The pilot also noted that the flat light conditions limited his ability to determine his distance from the surrounding mountainous, snow-covered terrain. Shortly after climbing to 3,000 ft msl, the airplane collided with the rising terrain about 6 miles southwest of the airport. Another pilot, who had just departed from the airport, confirmed that flat light and low-visibility conditions existed in the area at the time of the accident. Further, camera images of the weather conditions recorded at the airport showed that, although conditions were marginal VFR at the surface at the time of the accident, there was mountain obscuration and reduced visibility due to light snow and clouds along the accident flight path and that the worst conditions were located along and near the higher terrain. 

The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. It is likely that that the pilot encountered flat light and low-visibility conditions as he neared the airport at 3,000 ft msl while operating under VFR and that he did not see the rising, snow-covered mountainous terrain and subsequently failed to maintain clearance from it.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s continued flight into deteriorating, flat light weather conditions, which resulted in impact with mountainous, snow-covered terrain. 


The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Fairbanks, Alaska

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Wright Air Service Inc: http://registry.faa.gov/N540ME

NTSB Identification: ANC16LA012 
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, January 02, 2016 in Anaktuvuk Pass, AK
Aircraft: CESSNA 208B, registration: N540ME
Injuries: 5 Serious, 3 Minor.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

HISTORY OF FLIGHT

On January 2, 2016, about 1205 Alaska standard time, a single-engine, turbine-powered Cessna 208B airplane, N540ME, impacted mountainous, snow-covered terrain about 6 miles southwest of Anaktuvuk Pass Airport, Anaktuvuk Pass, Alaska. The airline transport pilot and four passengers sustained serious injuries, and three passengers sustained minor injuries. The airplane sustained substantial damage. The airplane was being operated by Wright Air Service, Inc., Fairbanks, Alaska, as a 14 Code of Federal Regulations Part 135 visual flight rules (VFR) scheduled commuter flight. Visual meteorological conditions (VMC) existed at the Anaktuvuk Pass Airport at the time of the accident, and company flight-following procedures were in effect. The flight departed from Fairbanks International Airport, Fairbanks, Alaska, about 1030 destined for Anaktuvuk Pass. The area between Fairbanks and Anaktuvuk Pass consists of remote, steep mountainous terrain, which is snow-covered in January. 

Following the accident, the pilot stated that, after receiving a weather briefing in the morning from the Federal Aviation Administration (FAA) Flight Service Center, he chose to conduct the flight under VFR. He reported that, while en route to Anaktuvuk Pass about 10,000 ft mean sea level (msl), the visibility began "getting fuzzy" as he flew over the Caribou Hills. He then descended to 2,500 ft msl (or 500 ft above ground level) to fly along the John River. When the airplane was about 10 miles southwest of Anaktuvuk Pass, he climbed to about 3,000 ft msl to be at the published airport traffic pattern altitude while maintaining a flight track on the east side of the river valley to conduct a straight-in approach to runway 2. He added that the visibility was again a little "fuzzy"; that there was snow, white walls, and white clouds; and that he never saw the airport. The pilot noted that the flat light conditions limited his ability to determine his distance from the surrounding snow-covered, mountainous terrain. Shortly after climbing to 3,000 ft msl, the airplane collided with the rising snow-covered terrain about 6 miles southwest of the Anaktuvuk Pass Airport. The pilot stated that he did not remember any ground proximity warning system alerts before the collision. In a subsequent written statement, the pilot reported no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

The airplane's Spidertracks flight tracking system transmitted flight tracking data every 2 minutes. A review of the data revealed that the airplane's last reported location was along the east side of the John River valley at an altitude of 2,560 ft msl on a ground track of about 48°.

Immediately following the accident, a passenger used a cell phone to call for rescue from Anaktuvuk Pass residents. About 20 minutes later, rescue personnel located the airplane and began extricating passengers from the wreckage and transporting them via snow machine to Anaktuvuk Pass for medical attention.

PERSONNEL INFORMATION

The pilot, age 57, held an airline transport pilot certificate with airplane single-engine land and multiengine land ratings. The pilot was issued a first-class airman medical certificate on October 1, 2015 with the limitation that he must have available glasses for near vision.

The accident pilot completed CFIT avoidance training on May 26, 2015. On November 21, 2015 the pilot successfully completed an airman competency and proficiency check in accordance with 14 CFR 135.293 and 135.297 which included CFIT avoidance.

AIRCRAFT INFORMATION

The accident airplane, a Cessna 208B, N540ME, was manufactured in 1996. At the time of the last inspection on December 9, 2015, the airplane had logged a total time in service of 19,555.4 flight hours. 

The airplane was equipped with a Pratt & Whitney Canada PT6A-114A, 675 shaft horse power turbine engine. The engine had a total time in service of 8,915.4 hours, of which 3,542.4 hours were since the last overhaul.

The airplane was equipped with a Terrain Awareness Warning System (TAWS). The pilot did not recall inhibiting the system, which required navigation through several data pages within the GPS unit. The airplane was not equipped with a remote inhibit switch and due to system design and a lack of non-volatile memory, the status of the system could not be determined post-accident.

METEOROLOGICAL INFORMATION

The closest weather reporting facility was Anaktuvuk Pass Airport, located about 6 miles northeast of the accident site. At 1156, a METAR was reporting, in part, wind from 170° at 5 knots; sky condition, broken clouds at 4,400 ft, overcast at 5,000 ft; visibility 6 statute miles; temperature 19°F, dew point 12°F; and altimeter setting 29.03 inches of mercury. 

The FAA maintained weather cameras at Anaktuvuk Pass, which recorded images to the northeast, southeast, south, and southwest; the site elevation was 2,171 ft msl. A review of the recorded images revealed deteriorating weather conditions about the time of the accident. The south-facing camera showed that, between 1152 and 1212, the visibility was less than 2 miles, that ceiling conditions were below 4,100 ft msl, and that snow was falling. Weather conditions improved slightly by 1222 with visibility greater than 2 miles but less than 4 miles and a broken cloud ceiling. Overall, the camera images showed that, although conditions were marginal VFR at the surface at the time of the accident, there was mountain obscuration and reduced visibility due to light snow and clouds along the accident flightpath and that the worst conditions existed along and near the higher terrain at the time of the accident. The pilot reported that he did not check the FAA weather cameras before departure because it was dark at Anaktuvuk Pass at the time of departure.

Another pilot who had just departed from Anaktuvuk Pass reported that he contacted the accident pilot as he was approaching the airport and stated that the weather was "pretty much as advertised." The other pilot added that he had encountered flat light conditions after departing Anaktuvuk Pass, which was "compounded by low visibility," and that, to remain in VMC, he had to turn toward the north side of the valley and initiate a climb. The pilot stated that he perceived that the flat light and low-visibility conditions were highly localized.

FLIGHT RECORDERS

The accident airplane was not equipped, nor was it required to be equipped with, a cockpit voice recorder or a flight data recorder.

WRECKAGE AND IMPACT INFORMATION

On January 3, two FAA aviation safety inspectors traveled to Anaktuvuk Pass and reached the accident site that morning. The inspectors reported that the main wreckage was in an open area of snow-covered tundra at an elevation of about 2,500 ft msl. The top of the ridge where the airplane impacted was at an elevation of about 3,000 ft msl. From the initial point of impact, the airplane slid downhill about 300 ft and then came to rest in an upright position. The FAA inspectors reported finding a 1/2-inch layer of ice on the nonprotected, leading edge surfaces of the tail structure and outside air temperature probe. However, no ice was present on the areas protected by the inflatable deice boots. 

The airplane wreckage was further examined by the NTSB IIC, two Textron Aviation air safety investigators, and a representative from the operator. The examination revealed that the airplane had sustained substantial damage to the fuselage, wings, and empennage. Flight control primary and secondary cable continuities were established from the cockpit controls to the respective flight control bell cranks and trim surface actuators. The flight control surfaces remained attached to the airplane except for the left aileron, which was separated outboard of the inboard hinge. The left aileron control rod was separated. The separated left aileron was observed during the initial on-scene examination, but due to recent snowfall, the remaining portion of aileron was not recovered with the airplane wreckage. The pitch trim actuator extensions were altered at the accident site to facilitate recovery. The aileron trim actuator was found in the "neutral" position. The flap actuator screw jack extension indicated that the flaps were retracted. The engine had separated from the firewall at the attachment points. Rotational scarring at the propeller hub attachment points were consistent with the engine operating at the time of impact.

The examination revealed no preimpact mechanical malfunctions or anomalies with the airplane or engine that would have precluded normal operation. 

MEDICAL AND PATHOLOGICAL INFORMATION

The FAA's Civil Aerospace Medical Institute performed toxicological testing on specimens from the pilot on February 12, 2016 which was negative for ethanol and drugs.

ADDITIONAL INFORMATION

Medallion Foundation

According to the Medallion Foundation Shield Program website, the purpose of the Shield Program was to create and maintain a higher level of safety through the use of system safety and safety management system principles. An applicant needed to earn a "star" in each of the following categories to earn a shield:

• Controlled flight into terrain (CFIT) avoidance

• Operational control

• Maintenance and ground service

• Safety

• Internal evaluation

To earn a star, an applicant organization had to complete specific training classes, produce a required manual, and undergo an external audit to determine if the company had incorporated the information into its corporate culture. Following the initial audit, annual independent audits were to be conducted.

According to the Medallion website, the benefits of being a Shield carrier "include reduced insurance rates, cross promotional marketing of Shield carriers and recognition by DOD [Department of Defense], OGP [Oil and Gas Producers] and the FAA as an operator who incorporates higher standards of safety than required by regulations."

At the time of the accident, Wright Air Service was the holder of a CFIT avoidance "star." 

Flat Light Conditions

In the FAA publication titled, "Flying in Flat Light and White Out Conditions," flat light is defined as an optical illusion that causes pilots to lose their depth perception and contrast in vision. It states that flat light can completely obscure features of the terrain, creating an inability to distinguish distances and closure rates.

NTSB Identification: ANC16LA012
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, January 02, 2016 in Anaktuvuk Pass, AK
Aircraft: CESSNA 208B, registration: N540ME
Injuries: 5 Serious, 3 Minor.

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. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On January 2, 2016, about 1205 Alaska standard time, a Cessna 208B Caravan airplane, N540ME, sustained substantial damage after impacting terrain about 6 miles southwest of the Anaktuvuk Pass Airport, Anaktuvuk Pass, Alaska. The airplane was being operated by Wright Air Service, Inc., Fairbanks, Alaska, as a visual flight rules (VFR) scheduled commuter flight under the provisions of 14 Code of Federal Regulations (CFR) Part 135. Of the eight people on board, the Airline Transport Pilot and four passengers sustained serious injuries, and three passengers sustained minor injuries. Visual meteorological conditions (VMC) prevailed at the Anaktuvuk Pass Airport at the time of the accident, and company flight following procedures were in effect. The flight departed from the Fairbanks Airport, Fairbanks, about 1030, destined for Anaktuvuk Pass. 

Two Federal Aviation Administration aviation safety inspectors from the Fairbanks Flight Standards District Office reached the accident site on the morning of January 3, 2016. The main wreckage was in an open area of snow-covered tundra, at an elevation of about 2,500 feet msl. The top of the ridge where the airplane impacted is at an approximate elevation of 3,000 feet msl. From the initial point of impact, the airplane traveled about 300 feet before coming to rest in an upright position. The airplane sustained substantial damage to the fuselage and wings. A detailed wreckage examination is pending, following recovery of the airplane.

In an interview with the National Transportation Safety Board (NTSB) investigator-in-charge, along with another NTSB investigator on January 6, 2015, in Anchorage, Alaska, the pilot stated that he was flying along the John's River about 2,500 feet msl, 500 feet above ground level (agl) while en route to Anaktuvuk Pass Airport (AKP). About 10 miles from the airport, he began to climb to airport traffic pattern altitude and maintain a flight track on the east side of the river valley to conduct a straight-in approach to runway 2 at AKP. Although some ice was present on the windshield, the deice/anti-ice equipment was operating as designed, and the windshield hot plate remained free of contamination. He stated that due to the overcast skies and snow covered ground, a flat light condition was present. 

The airplane was equipped with a Spidertracks flight tracking system, which provides real-time aircraft flight tracking data. The flight tracking information is transmitted via Iridium satellites to an internet based storage location, at 2-minute intervals. The airplane's last reported location was along the east side of the John's River valley, at an altitude of 2,560 feet msl, on a ground track of about 48 degrees.

Immediately following the accident, a passenger utilized a cellular phone to call for rescue from Anaktuvuk Pass residents. About 20 minutes after the call, the airplane was located and rescue personnel began extricating passengers and transporting them via snow machine to Anaktuvuk Pass for medical attention.

The accident airplane was not equipped, nor was it required to be equipped with a cockpit voice recorder (CVR), or a flight data recorder (FDR).

The closest weather reporting facility is Anaktuvuk Pass Airport, about 6 miles northeast of the accident site. At 1156, an aviation routine weather report (METAR) from the Anaktuvuk Pass Airport was reporting in part: Wind from 170 degrees at 5 knots; sky condition, broken clouds at 4,400 feet, overcast at 5,000 feet; visibility, 6 statute miles; temperature 19 degrees F, dewpoint 12 degrees F; altimeter, 29.03 inHg.

FAA Flight Standards District Office: FAA Fairbanks FSDO-01

Maple Grove resident Jeff Hagen, front, tries to climb up to the plane wreckage while two other passengers look on Saturday, Jan. 2, 2016, in the mountains of the central Brooks Range of Alaska, where the plane crashed earlier that day.





Jeff Hagen and seven others survived a plane crash on Saturday, Jan. 2, 2016, in the mountains of the central Brooks Range of Alaska 


In the mountains of the central Brooks Range of Alaska, 250 miles northwest of Fairbanks, Jeff Hagen learned of the story. And the eerie similarities.

A local villager told Hagen about how, in 1976, a small plane had crashed right here, into the very same mountain, pretty much on the exact same spot. There were nine people aboard that plane, the local said. No one survived.

Hearing the story, Hagen knew just how fortunate he and seven others were to be alive.

The Maple Grove resident was aboard a Cessna 208 that crashed into that mountain Saturday while en route from Fairbanks to the tiny village of Anaktuvuk Pass in the Brooks Range, where Hagen is a special education teacher and girls basketball coach.

The pilot and all seven passengers -- educators and students at the school -- and a cocker spaniel also aboard all survived, although a few with significant injuries.

"You don't crash into a mountain and live," said Hagen, 50, who has a home with his wife in Maple Grove but is spending the school year teaching and coaching in Alaska.

But they did. All of them. And on Monday, still nursing sore ribs and other assorted bruises -- nothing was broken -- and taking prescription medications for the pain, Hagen tried to recount as best he could a New Year miracle.

Home in Minnesota for the holiday break, the native of the Red River Valley community of Kennedy started his trek back to Alaska on New Year's Day, flying from Minnesota to Chicago.

From there it was on to Seattle, then to Fairbanks, where he stayed Friday night.

The next morning, Hagen and two other teachers, two students and players on the girls basketball team and the school's principal and her husband and dog and the pilot boarded the 10-seat plane for the 250-mile flight to Anaktuvuk Pass.

For the first 240 miles or so, the trip was routine, Hagen said, the weather reportedly calm with good visibility. A relaxing ride up to that point -- about 10 miles out of Anaktuvuk Pass, Hagen said he was the only one who wasn't sleeping. And while it appeared the plane was flying a bit low, he didn't really think much of it.

"We were flying just fine," said Hagen, who was sitting at the front of the plane. "The windows were icing up, but I've seen that a lot. I think maybe the pilot was having a hard time seeing -- he was flying a little low. I looked back and everyone was sleeping. Everything was cool. The pilot didn't say anything. Then we veered a little right and banked around (the mountains). But I trusted the pilot."

That sense of safety and tranquility changed more quickly than Hagen ever could have imagined.

"Then, I heard "beep, beep, beep" coming from the dash of the plane, and all of a sudden we hit it (the mountain)," Hagen said. "Beep, beep, beep, boom.

"I watched the wing disintegrate into the mountain. And then we hit again, and again. I put my hand in front of my face. I don't know if I could have taken another hit. My life was flashing in front of me. I thought I was going to die. But I wasn't really nervous. It all happened so fast.

"I put my hand up to shield me from the blows. But I think we were going 180 miles an hour. I remember thinking that if I have to take one more shot ... and they were hard -- my head was hitting hard. My shoulder strap snapped. If I wasn't wearing my seat belt, we wouldn't be talking."

According to Hagen, the plane came to rest on only a slight incline.

"It wasn't like a cliff. We were about three-quarters the way up the mountain. It wasn't a huge mountain, but it was still the type you could fall off."

Amazingly, at that time, Hagen said he felt fine. Another teacher and the two students also seemed OK; the three other passengers at the back of the plane were hurt more severely, though, and were trapped in their seats by the wreckage, Hagen said.

The pilot appeared to get the worst of it -- Hagen figured both of the pilot's legs were badly broken. So Hagen and that other teacher pulled him from the mangled remains of the front of the plane and carried him outside, propping him up near the remaining wing. Still feeling no pain, or the effects of the Alaska cold, Hagen said he gave the pilot a heavy shirt that he found in his carry-on and his gloves and cap.

"I wasn't cold and wasn't feeling any pain," Hagen said. "It must have been adrenaline or shock."

But, at about that time, Hagen said he could hear the fuel dripping from the engine.

"I asked the pilot, 'Could the plane start on fire?' And he said, 'I don't think so.' "

Fortunately, it wouldn't.

While Hagen and the other teacher were attending to the pilot, the two students -- an eighth- and a ninth-grader, Hagen said -- climbed to the top of the mountain to see if they could get cell service to call for help. It took a while, and when they did get service, it was only for about 30 seconds, Hagen said, but long enough to get a call through to 911.

"They were amazing," Hagen said of the girls. "To jump out of a plane that had just crashed and climb up to the top of the mountain to get cell service. ... And the eighth-grader, the whole side of her face was messed up."

Hagen said the crash happened at exactly 1 p.m. local time. And, by 2:30, it already was starting to get dark, he said.

After they attended to the pilot and the other passengers the best they could, "Then we had to sit and wait. It was starting to get dark and I was starting to get worried because it was going to be getting real cold soon, too. Then the snowmobiles started coming. They had a hard time finding us. We were waving flashlights (to get their attention).

"That village, to come together like it did -- there's only about 350 people there -- was amazing. They took care of us."

But as rescuers continued to converge on the crash site, for Hagen, the adrenaline or shock or whatever it was that kept him going for the first few hours after the crash started to wear off, and in a hurry.

"It took two hours to get everyone out. Then I started to feel the pain," he said. "It felt like I had broken ribs on my right side. They had to put everyone in those toboggans and bring them down. It was terrible. You could hear the pain. People had broken bones, and they had to go over rocks (in the toboggans)."

The rescuers brought them -- the dog included -- down the mountain and to the clinic in Anaktuvuk Pass, and from there they were to be flown to either Fairbanks or another 130 miles farther to Anchorage, depending on the extent of their injuries, Hagen said.

But, understandably, he wasn't quite ready to get on another plane.

"One (of the emergency medical staffers) was from Maple Grove -- he lives about three miles from me. But I told him I'm not getting on a plane. I was feeling like I had played a football game," said Hagen, a wide receiver at Minot (N.D.) State University in the 1980s. "But he said, 'I'll take care of you.' So he gave me some meds and we talked about the Packers-Vikings game (upcoming Sunday night).

"They took me to the hospital in Anchorage and I had a CAT scan. I was healthy -- no broken bones. But I lost my glasses in the crash, so I was blind. I got a cheap pair of 'cheaters' at Walgreens so I could at least see something."

He's spending the week recovering in Anchorage with his wife, Kristy, who flew in from Minnesota after the ordeal.

As of Tuesday, there was no news of what might have caused the crash.

"I can't believe we're alive," Hagen said. "We shouldn't be. If the wing wouldn't have clipped the mountain, I don't think we would be. Who knows. I think that shot us off at an angle.

"I think that saved us."

Source:  http://www.twincities.com



ANCHORAGE –   A Cessna 208 plane crashed southwest of Anaktuvuk Pass Saturday afternoon, according to the National Transportation Safety Board.

No fatalities have been reported, but NTSB spokesman Shawn Williams said all 8 passengers sustained “serious injuries” and before nightfall were transported to Anchorage-area hospitals for treatment.

The crash was reported just after 1 p.m. on Saturday, and rescue crews were dispatched to the scene to assist the victims, according to the NTSB.

The commuter flight was operated by Wright Air Service, and was headed from Fairbanks to Anaktuvuk Pass, according to WAS spokeswoman Kathleen Fagre. She said there were seven passengers aboard the plane, along with the pilot.



Krystal Rose survived Saturday’s crash with only a black eye and bumps on her head.
 – Courtesy Krystal Rose


One of the passengers who survived, 13-year-old Krystal Rose of Anaktuvuk Pass, said she and her friend, Courtney, 15, were on their way home following a vacation when the plane crashed.

“It was me and my best friend,” Rose wrote in a message to KTVA Monday. “We just got off of a vacation and we just wanted to go home and we didn’t expect the plane to crash. It was shocking, I blacked out and didn’t remember much.”

She described the commuter flight as “smooth” for most of the trip, but said “it started getting bad, the wind shield was icy and [we] could barely see.” She also explained that she was dozing off, in and out of sleep during part of the flight.

“I was in shock when we crashed. My best friend got out of the plane and I followed. I asked her if this was real and she said yes. I was crying and I didn’t know what to do,” wrote Rose. ”Within 10 minutes, SAR came and took us home. There was a lot of people at the fire department and I saw my mom and I barely ran to her and she was crying so bad I could barely hear anybody else.”




Rose was discharged from a hospital in Anchorage Monday morning and reported having a “black eye and 5 bumps” on her head, but is otherwise okay.


Winds were calm in the area of the crash, according to Williams. The Federal Aviation Administration was called to the scene to document and investigate the crash site before the plane is moved to a secure hangar for further evaluation, Williams said. He said the pilot had not been able to give a statement to the NTSB or FAA following the crash.

Anaktuvak Pass is located in the Gates of the Arctic National Park and Preserve on the North Slope, northwest of Fairbanks.

Story, comments, video and photo gallery:  http://www.ktva.com




Investigators with the Federal Aviation Administration are at the scene of a Saturday afternoon plane crash that seriously injured all eight people on board, the NTSB said. All occupants were transported to Anchorage hospitals following the crash.

NTSB investigator Shaun Williams said they will be speaking with each of the victims once they recover. Cessna, the aircraft manufacturer will also be included in the investigation, he said.

The Federal Aviation Administration will document the  the wreckage before the plane is transported to a secure hangar in the valley, NTSB said.

Williams was unable to comment on the patients' conditions as of Sunday morning.

ORIGINAL STORY:

A Wright Air Service commuter caravan has crashed near Anaktuvuk Pass Saturday afternoon, according to officials with National Transportation Safety Board and Wright Air Service. 

NTSB investigator Shaun Williams told Channel 2 News that the plane was flying from Fairbanks to Anaktuvuk Pass Saturday, when it went down just after 1 p.m. about six miles outside the town. 

Anaktuvuk Pass is located at a 2,200 elevation in the Brooks Range between the Anaktuvuk and John Rivers.

There were eight people on board the plane, including the pilot, according to Wright Air Service official Kathleen Fagre.

While there were no fatalities in the crash some injuries have been reported, Williams says. The number of people injured and their conditions are unknown at the time. 

Steven Evak, a local search and rescue volunteer says he was sleeping when a friend banged on his door. "One of my kids had opened it and he goes 'plane crash plane crash.' So when you hear plane crash you get up." 

"When planes go down no one lives. I'm surprised these people even lived... even in the mountains," Evak said. 

Story and comments:  http://www.ktuu.com

All eight people on board a small plane that crashed near Anaktuvuk Pass Saturday afternoon survived but were seriously injured, according to the National Transportation Safety Board.

NTSB investigator Shaun Williams said Sunday that the pilot and all seven passengers on board the Cessna 208 Caravan -- on a scheduled Wright Air Service flight from Fairbanks to Anaktuvuk Pass -- were hospitalized in Anchorage after the plane crashed near its destination Saturday afternoon. 

Officials with the air service said Saturday that the plane went down about 6 miles southwest of the Brooks Range village.

“It departed Fairbanks about 10:30 in the morning and the crash happened about 1 p.m.,” Williams said.

Alaska State Troopers spokesman Tim Despain said troopers didn’t immediately have further details on the crash Sunday morning.

Williams said a weather report from Anaktuvuk Pass at the time of the crash indicated calm winds and 6 miles of visibility, with a cloud ceiling at about 4,200 feet. The NTSB hadn’t received any word so far from the plane’s occupants about what happened.

“We’ve been busy trying to put together all the pieces and get the details,” Williams said Sunday. “Everyone has been taken to area hospitals in Anchorage, and we have not spoken with anyone yet.”

Investigators plan to retrieve the Cessna, Williams said, and bring it to a secure storage facility in the Mat-Su region for further examination.