J AND M ALASKA AIR TOURS INC

Operated by J & M Alaska Air Tours (per NTSB report)

The pilot’s decision to continue an unstabilized approach, which resulted in a landing touchdown with insufficient runway remaining and a subsequent runway overrun and a collision with a fence.

Operated by J AND M ALASKA AIR TOURS INC (per NTSB report)

The pilot's failure to extend the landing gear before landing. Contributing to the accident was the pilot's decision to continue the approach to landing while distracted and his failure to complete the landing checklist.

Part: OUTFLOW VALVE — FOD (ZONE 100)

NEARING TOP OF CLIMB THE CABIN CONTINUED A SHALLOW CLIMB PAST THE SCHEDULED CABIN ALTITUDE. IN RESPONSE THE PILOT DONNED HIS OXYGEN MASK AND INSTRUCTED PASSENGERS TO DO THE SAME WHILE HE EXECUTED A NORMAL DESCENT. AN EMERGENCY DESCENT WAS NOT PERFORMED. THE MAXIMUM CABIN ALTITUDE REACHED 14,000 FEET WITH AIRCRAFT AT FL 220. THE DESCENT AND RETURN WAS NORMAL WITH NO FURTHER INCIDENT. AFTER LANDING NEITHER PILOT NOR ANY PASSENGERS REPORTED ANY PHYSIOLOGICAL ISSUES.

Part: OIL SYSTEM — MALFUNCTIONED (ENGINE) · airframe 9,198 hrs

PILOT RECEIVED A "LOW OIL PRESSURE" CAUTION. PILOT FOLLOWED THE PROCEDURE AND REDUCED POWER BUT OIL PRESSURE DROPPED MORE. THERE WAS NO OTHER INDICATION OF ENGINE DISTRESS. PILOT CONTINUED TO THE DESTINATION APPROXIMATELY 20 MINUTES. AFTER AN UNEVENTFUL LANDING THE OIL WAS FOUND TO BE 4.5QTS LOW. MAINTENANCE FOUND NO EXTERNAL OIL LEAKS. OIL IS SUSPECTED TO HAVE BEEN EJECTED OUT THE BREATHER SYSTEM.

Part: CIRCUIT BREAKER — TRIPPED (HYD PUMP) · airframe 9,086 hrs

SHORTLY AFTER TAKEOFF WHEN PILOT SELECTED GEAR UP THE GEAR INDICATED UNSAFE. HYD CAUTION ILUMINATED. PILOT SELECTED GEAR DOWN & PERFORMED EMERGENCY EXTENSION PROCEDURE. PILOT HAD 3 GREEN GEAR INDICATING & PERFORMED A NORMAL LANDING AFTER DIVERTING & RETURNING TO BASE. MAINT FOUND THE 100AMP HYD PUMP CIRCUIT BREAKER OPEN ON RT POWER JUNCTION BOX. MLG SWING & FUNCTION CHECKED MULTIPLE TIMES. VISUALLY INSPECTED DC ELECTRIC HYD MOTOR. TEST OF MOTOR AMP DRAW & FOUND NORMAL. ACCUMULATOR PRESSURE CHECKED & SYS PRESSURE CHECKED. RESERVOIR PRESSURE CHECKED & HYD FLUID QTY. ACFT WAS FLT CHECKED WITH MULTIPLE GEAR CYCLES & RETURNED TO SERVICE. THE PILOT QRH ONLY REFFERENCES THE HYD CTRL BREAKER ON PILOT CB PANEL & NOT HYDRAULIC PUMP BREAKER ON THE COPILOT PJB PANEL AS AN ITEM TO CHECK IN THE EVENT OF A HYD CAUTION.

Part: WIRE — BROKEN (ZONE 500) · airframe 7,999 hrs

AIRCRAFT HAD UNSAFE LH MAIN LANDING GEAR DOWN INDICATION. PILOT DECLARED EMERGENCY. AIRCRAFT LANDED NORMALLY. AFTER INSPECTION IT WAS FOUND THAT THE LH DOWN LOCK MICRO SWITCH WIRE HAD BROKEN IN THE WHEEL WELL ABOVE ACTUATOR. WIRE WAS REPAIRED AND AIRCRAFT RETURNED TO SERVICE.

Part: CONTROL PANEL — FAILED (ZONE 200) · airframe 5,021 hrs

"GEN 1 OFF" "BAT OFF" CAWS WARNING WITH MULTIPLE OTHER CAWS WARNINGS FOLLOWED BY SMOKE AND BURNING SMELL FROM OVERHEAD CONTROL PANEL. GEN 1 WAS OFFLINE AND POSSIBLY BATTERY. PILOT WAS ON BASE TO FINAL VISUAL APPROACH AND CONTINUED LANDING WITHOUT ISSUE. FOUND ALL THREE OVERHEAD CONTROL PANEL BREAKERS OPEN WITH BURNT SMELL IN OVERHEAD CONTROL PANEL. BREAKERS WILL NOT RESET AND OVERHEAD PANEL IS DARK. BATTERY DOES COME ONLINE WHEN SWITCHED. NO REPAIRS AUTHORIZED TO OCP. INSTALLED SERVICEABLE OVERHEAD CONTROL PANEL (OCP). OPS CHECK OKAY.

Part: RELAY — STUCK (PITCH TRIM) · airframe 4,949 hrs · 4,831 cycles

PILOT REPORTED ELECTRIC PITCH TRIM RUNAWAY IN THE NOSE DOWN DIRECTION. AURAL "TRIM RUNAWAY" WARNING ACCOMPANIED BY HIGHER THEN NORMAL NOSE DOWN FORCE ON CONTROL WHEEL. PILOT ACTIVATED TRIM INTERRUPT SWITCH AND RETURNED FOR LANDING. MAINTENANCE FOUND PITCH TRIM DOWN RELAY STUCK PN ES215-1423B, PILATUS PN 974.20.01.212. NEW RELAY WAS INSTALLED AND AIRPLANE RETURNED TO SERVICE.

Part: ANTENNA — MALFUNCTIONED (GPS) · airframe 4,182 hrs

TOTAL GPS NAV FAILURE. ENROUTE LOSS OF GPS SATELLITE RECEPTION ON ALL FOUR GPS DEVICES, INCLUDING TWO PANEL MOUNTED GTN 750 & 650 IFR WAAS GPS UNITS, A PORTABLE WAAS GPS & A SPIDERTRACKS WAAS GPS BASED SATELLITE FLIGHT TRACKER. ONE MAIN GPS, THE GTN-750, DISPLAYED AN ERROR MSG REFERENCING ANTENNA COAX. THE GTN-650 DISPLAYED A LOSS OF GPS MSG. ALL THREE GPS NAVIGATORS SHOWED NO SATELLITE RECEPTION ON THEIR GPS STATUS PAGES. THE GTN-750 & GTN 650 PILOT OPERATING GUIDES OFFER NO PROCEDURE REFERENCING ANTENNA COAX MSGS OR TOTAL LOSS OF TWO INDEPENDENT GTN UNITS. PILOT MADE RADIO CONTACT WITH COMPANY BASE WHILE STILL IN RANGE & COMPANY MX CALLED HELP DESK. HELP DESK ADVISED THAT THIS WAS VERY LIKELY CAUSED BY ONE OF THE TWO GTN UNIT'S WAAS GPS ANTENNAS FAILING IN A MODE THAT CAUSES A "GPS OSCILLATION SIGNAL" THAT WILL JAM GPS RECEPTION TO ALL OTHER UNITS ON THE ACFT. THE REP ADVISED THAT THE SOLUTION WAS TO ALTERNATELY TURN OFF THE GTN UNITS ONE AT A TIME TO SEE WHETHER SATELLITE RECEPTION WAS RESTORED TO THE OTHER UNIT. THE PILOT WAS ADVISED & AFTER SECURING THE GTN 750, THE UNIT WITH THE ANTENNA COAX ERROR MSG, SATELLITE RECEPTION WAS RESTORED ON THE REMAINING THREE INOPERATIVE GPS DEVICES, INCLUDING THE GTN-650, THE PORTABLE WAAS GPS UNIT & A SPIDERTRACKS WAAS GPS BASED SATELLITE FLIGHT TRACKER. RECOMMENDATIONS, PROMULGATE ABNORMAL PROCEDURE & REDESIGN TO ELIMINATE FAILURE MODE.

Part: OIL COOLER — BYPASSING · airframe 573 hrs · 640 cycles

PILOT REPORTED ENGINE OIL TEMP AT RED LINE. OAT WAS 20 DEGREES F. RETURNED TO BASE. FOUND VERNATHERM FACE NOT SEATING CORRECTLY. FOUND UNEVEN WEAR ON OIL COOLER VERNATHERM SEAT.

Part: MOTOR — SEIZED (HYD PACK) · airframe 2,149 hrs

PILOT SELECTED GEAR DOWN ON LANDING. NLG DID NOT FULLY EXTEND FOLLOWED BY A HYD CAWS WARNING. A FEW SECONDS LATER THE NOSE GEAR INDICATED DOWN AND THE PILOT LANDED UNEVENTFULLY. A LANDING GEAR FUNCTION CHECK FOUND THE HYD DC ELECTRIC MOTOR SEIZED. THE AIR INTAKE FAN SHROUD WAS OBSERVED TO BE BEATEN FROM THE INSIDE. THE MOTOR WAS REMOVED AND A 3/32 NUT WAS FOUND SHEARED, RATTLING AROUND IN THE FAN COMPARTMENT OF THE MOTOR.

Part: ARM — SHEARED (STEERING SYS) · airframe 4,865 hrs

DURING ROUTINE INSP, FOUND (2) OF THE (3) BOLTS SECURING NOSE GEAR STEERING ARM SHEARED OFF. THE AN6H-40 WAS SECURING THE ARM ALONG WITH ONE AN3H5A. MFG ON LATER SN USED AN4H BOLTS RATHER THEN AN3H BOLTS. OVER STEER CAM WAS SEIZED TOGETHER. THE STEERING ARM (PN55193-10) TO PLATE ASY. (PN55192--005) SHOULD BE REMOVED AND LUBRICATED ON AN ANNUAL BASIS OR MORE OFTEN. MFG ONLY RECOMMENDS LUBRICATING THE CAM "UPON INSTALL."