Cessna U206G accident near Iliamna, Alaska, February 5, 2000
On February 5, 2000 at about 8:00 pm local time, a Cessna U206G, registered N756HG, was destroyed in an accident near Iliamna, Alaska. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 6 people were killed. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
The pilot's attempted flight into adverse weather, and his failure to maintain altitude/clearance above the snow-covered tundra. Factors associated with the accident were snow, rain, and whiteout conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 5, 2000 · about 8:00 pm local time
- Place
- Iliamna, Alaska · map
- Type
- Accident
- Injuries
- 6 people were killed.
- Weather
- conditions the NTSB did not record
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N756HG · no longer on the register · serial U20604099
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted level terrain, covered by smooth, wind-blown, snow, in a left bank of 26 degrees or greater. The leading edge of the first impact crater was angled 15 degrees below the horizon. The area surrounding the wreckage for about one mile was featureless, snow-covered, tundra. Beyond one mile, were rising hills with areas of exposed vegetation. Visible and infrared satellite images displayed a band of bright cloud tops and thick clouds, which traversed the flight path of the accident airplane between the departure airport, 27 miles to the east, and the accident site. Similar reflective images existed over a weather reporting station with visibility of one mile in light snow and mist, and overcast ceilings of 1,100 feet. The airplane's heading at the time of impact was in the direction of the departure airport. The GPS receiver was providing navigation information to the original destination at the time of impact. The airplane was equipped with basic flight instruments, and the pilot was required by the company to demonstrate his ability to control the airplane by reference to those instruments. No evidence of any preimpact mechanical anomaly was discovered with the airplane.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,990 hours in all; 50 in this make and model; 164 in the last 90 days; 54 in the last 30 days; 2,800 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,455 hours
- Last inspection: annual inspection, July 5, 1999; 89 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-F56B (piston); 0 hours total
The flight
- Departed from: ILI AK at 7:31 pm
- Destination: JZZ Koliganek AK
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,200 ft; not recorded
- Temperature: 37°F (3°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 7:53 pm from ILI, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N756HG the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.