# NTSB ANC06FA136: de Havilland DHC-2, N5154G, Kodiak, AK, September 21, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: September 21, 2006, 13:15 local (21:15 UTC) - Place: Kodiak, AK - Coordinates: 58.601665, -153.75 - Nearby events: https://openairdocs.org/map.md?lat=58.6017&lon=-153.7500&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 serious, 4 uninjured - Status: Completed, report July 25, 2007 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: Federal Aviation Administration - NTSB case key (mKey): 64571 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC06FA136 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64571/pdf - Page: https://openairdocs.org/ntsb/ANC06FA136 ## Probable cause The pilot's failure to maintain adequate airspeed while maneuvering to reverse direction, which resulted in an inadvertent stall and an uncontrolled descent. Factors associated with the accident were the inadvertent stall and wind gusts. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - turn to reverse direction - airspeed(vs) - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command (contributing factor) - weather condition - gusts (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - tundra - terrain condition - water ## Analysis The airline transport pilot was departing to the north from a narrow stream in a float-equipped airplane with lodge guests aboard, on a Title 14, CFR Part 91 flight. Northerly winds between 25 and 35 knots, were reported at the time of the accident. The accident pilot reported that after departure, he turned left, and a strong downdraft "threw the airplane to the ground." The passengers said that the airplane started its takeoff run directly into the strong winds, but shortly after becoming airborne, the pilot made a steep turn to the left, about 150 feet above the ground. The passengers indicated that as the airplane continued to turn left, it began to shudder and buffet, then abruptly descended nose low into the marsh-covered terrain. During the impact, the right wing folded, and the airplane's fuselage came to rest on its right side. One of the occupants, seated next to the right main cabin door, was partially ejected during the impact sequence, and was pinned under the fuselage and covered by water. Rescue efforts by the pilot and passengers were unsuccessful. In the pilot's written statement to the NTSB, he reported that there were no preaccident mechanical anomalies with the airplane, and during the on-site examination of the wreckage by the NTSB investigator-in-charge, no preaccident mechanical anomalies were discovered. ## Factual narrative HISTORY OF FLIGHT On September 21, 2006, about 1315 Alaska daylight time, a float-equipped de Havilland DHC-2 (Beaver) airplane, N5154G, sustained substantial damage when it impacted marshy, water-covered terrain about 75 miles northwest of Kodiak, Alaska. The airplane was being operated as a visual flight rules (VFR) other work use flight under Title 14, CFR Part 91, when the accident occurred. The airplane was owned by DES, LLC., of Wilmington, Delaware, and operated by Alaskan Sportsman's Lodge, Anchorage, Alaska. Of the six people on board, the certificated airline transport pilot and three passengers sustained no injuries, one passenger sustained serious injuries, and one passenger sustained fatal injuries. Visual meteorological conditions were reported in the area at the time of the accident, and company flight following procedures were in effect. The flight was returning to the operator's remote fishing lodge located near Igiugig, Alaska. During telephone conversations with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), on August 26, three of the surviving passengers stated that after landing in a narrow stream in a marsh, the group fished until weather conditions deteriorated to a point that the pilot said that they would have to return to the operator's lodge sooner than originally planned. The passengers reported heavy rain showers and strong winds, ranging between 25 and 30 knots. The passengers said that the airplane started its takeoff run directly into the strong winds, but shortly after becoming airborne, the pilot made a steep turn to the left, about 150 feet above the ground. The passengers indicated that as the airplane continued to turn left, it began to shudder and buffet, then abruptly descended nose low into the marsh-covered terrain. During the impact, the right wing folded, and the airplane's fuselage came to rest on its right side. One of the occupants, seated next to the right main cabin door, was partially ejected during the impact sequence, and was subsequently pinned under the fuselage. The surviving passengers said that about 3-feet of water then entered the main cabin area and submerged the trapped passenger. Rescue efforts by the pilot and passengers were unsuccessful. In the pilot's written statement dated September 27, 2006, which was included in the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the operator via the accident pilot's personal attorney, the pilot stated, in part: "Departure was normal and uneventful. To avoid obstacles, I turned left after a positive rate of climb was established. After approximately 1/2 mile of flight, I turned from crosswind to downwind. A strong downdraft from the mountain behind the plane threw the plane to the ground." The pilot also reported that there were no preaccident mechanical anomalies with the airplane. The accident pilot declined to be interviewed by the NTSB IIC. CREW INFORMATION The pilot held an airline transport pilot certificate with an airplane multiengine land rating. He also held commercial pilot privileges with single-engine land and sea ratings. His most recent second-class medical certificate was issued to the pilot on May 11, 2006, and contained the limitation that he wear corrective lenses. According to information provided by the operator, the pilot's total aeronautical experience consisted of about 4,770 hours, of which 1,860 were accrued in the accident airplane make and model. AIRCRAFT INFORMATION The airplane was a float-equipped, de Havilland DHC-2, equipped with a Pratt & Whitney R-985 engine, rated at 450 horsepower. At the time of the accident, the airplane had accumulated a total time in service of 11,613.7 hours. An examination of the maintenance records revealed the most recent annual inspection of the engine and airframe was accomplished on April 28, 2006. The last recorded inspection of the engine and airframe was a 100-hour inspection, completed on August 18, 2006, 75.6 hours before the accident. The engine was overhauled on January 13, 2003, by Covington Aircraft Engines, Inc., and had accrued 1118.7 hours since overhaul. Seating Configuration The airplane was equipped with two front seats that travel fore and aft on floor mounted seat tracks. The front seat lap belts were attached to the frame of each seat. The front seats were equipped with shoulder belts that are attached to the upper doorposts of the airframe and are integrated into the lap belt when clipped to the seat belt buckle. At the time of the accident, the airplane's aft passenger seats consisted of two additional rows of seats located behind the two front seats. The second row of seats had three seats installed, and the third row had two passenger seats installed. Each passenger seat was equipped with a lap belt. None of the rear passenger seats were equipped with shoulder belts. METEOROLOGICAL INFORMATION The closest official weather observation station is Kodiak, located about 75 miles southeast of the accident site. At 1253, an Aviation Routine Weather Report (METAR) was reporting in part: Wind, 100 degrees (true) at 27 knots with peak gusts to 32 knots; visibility, 3 statute miles with rain and mist; clouds and sky condition, 800 feet few, 2,400 feet broken, 3,300 feet overcast; temperature, 46 degrees F; dew point, 45 degrees F; altimeter, 29.56 inHg. The ground witness in the area reported strong gusty wind conditions in the area during the accident airplane's takeoff run. In the Pilot/Operator Aircraft Accident Report submitted by the operator, the pilot indicated that the wind was from the north, at 30 knots. WRECKAGE AND IMPACT INFORMATION The National Transportation Safety Board investigator-in-charge (IIC), along with an FAA inspector from the Anchorage Flight Standards District Office, examined the airplane wreckage at the accident site on September 23, 2006. All of the airplane's major components were found at the main wreckage area. According to the passengers, the airplane's fuselage originally came to rest on its right side, after the right wing strut fractured, and the right wing folded underneath the fuselage. They said that the right passenger door was submerged in about 3 feet of water, and the airplane's left wing was positioned vertically. They added that following the accident, while awaiting rescue, a strong northerly wind buffeted the airplane's fuselage. When the NTSB IIC arrived at the accident site, the fuselage was found inverted, in an area of marshy tundra-covered terrain, with the upper portion of the fuselage oriented on a magnetic heading of about 030 degrees (All heading/bearings noted in this report are oriented toward magnetic north). The first observed point of ground contact were two parallel, vertical gouges in the tundra about 10 feet apart, approximately 25 feet north of the main wreckage site. The area of tundra disruption was consistent with width of the airplane's floats. The right wing was fractured at its fuselage to wing attach points. The right aileron and right flap remained attached to the wing, and was bent upwards about midspan. The left wing remained attached to its attach points. The left aileron and left flap remained attached to the wing. The left flap appeared to be extended about 30 degrees. The left side of the fuselage had buckling adjacent to the right passenger doorway. The right passenger door was torn from both of the forward mounted hinges. The right side passenger door sustained extensive damage to the forward portion of the door. The left side of the fuselage had buckling at the left passenger door. The left side door remained attached to the fuselage. The empennage was buckled downward at the forward end of the vertical stabilizer attach point, and was displaced slightly to the right. The ve ## Aircraft - Registration: [N5154G](https://openairdocs.org/deregistered/N5154G-2014-10-27), registration cancelled 2014-10-27, S/N 405 (OpenAirDocs) - Reported make and model: de Havilland DHC-2 - Registry model: [Dehavilland BEAVER U-6A](https://openairdocs.org/model/dehavilland-beaver-u-6a) (registry code 2800105) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 405 - Airframe hours: 11613.7 - Engines: Pratt & Whitney R-985-14-B 450 horsepower reciprocating - Damage: Substantial damage - Flight: Other work use, Part 91 - Operator: Alaska Sportsman's Lodge, LLC. - Registered owner: Des, LLC - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, August 1, 2006, 75.6 hours before - Departed: Kodiak, AK - Destination: Igiugig, AK - Flight plan: Company VFR - Airport: runway 36, water ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: left; toxicology performed; flight hours: 4,770 total, 1,860 in this make and model, 4,530 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 25 knots, gusting 30 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060921022569A](https://openairdocs.org/incident/20060921022569A), Sep 21, 2006: Dhav U6A, Kodiak, AK, Substantial damage, 1 fatal. (-23) On September 21, 2006, at approximately 13:15 Alaska daylight time, a float equipped de havilland DHC-2 airplane, N5154G, sustained substantial damage… ## Other investigations on N5154G (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ANC79DAG79](https://openairdocs.org/ntsb/ANC79DAG79), Aug 12, 1979: Dehavilland DHC-2 (N5154G), Mcgrath, AK, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.