On April 11, 1999, about 1550 Alaska daylight time, a Piper PA-31-350 airplane, N59985, sustained substantial damage during a landing at the Chevak Airport, Chevak, Alaska. The airplane was being operated as a visual flight rules (VFR) cargo flight under Title 14 CFR Part 135 when the accident occurred. The airplane was operated by Yute Air Alaska Inc., Anchorage, Alaska, as Flight 540X. The certificated airline transport pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed. VFR company flight following procedures were in effect. The flight originated at the Bethel Airport, Bethel, Alaska, about 1459. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), on April 12, 1999, the Director of Operations for the company reported the flight was an extra section to scheduled Flight 540. The accident flight carried cargo and mail. He said the pilot landed on runway 14 at Chevak with a quartering tail wind. The runway was covered by packed snow and ice. The ramp area of the airport is located at the departure end of runway 14 (approach end of runway 32). The runway is 2,610 feet long, and 40 feet wide. As part of the pilot/operator report (NTSB form 6120.1/2) submitted by the operator, the pilot included a written statement. The pilot reported that he elected to land on runway 14 with a quartering tail wind to avoid having to turn around on the runway in an area of snow and ice. The pilot said the visibility in the area was four miles with scattered clouds at 1,000 feet. He said the winds were from the west-northwest at 20 knots, with haze and blowing snow. After touchdown, the runway surface and the end of the runway, became obscured by blowing snow which restricted the visibility to 400 to 500 feet. The pilot said he applied the brakes, but the airplane began skidding on the ice, and went off the departure end of runway 14. The right main landing gear was sheared off. The left main landing gear collapsed, and the left wing struck the ground. The left wing was wrinkled, and fuel was seeping from the left wing fuel tank. The Director of Operations reported that the local weather conditions were reported to him by a village agent at Chevak. At 1538, the agent was reporting a ceiling of 600 feet broken, with a visibility of two miles. The wind was from the north-northwest at 15 knots, with gusts to 20 knots.