Lockheed L-382G accident near Lake Minchumina, Alaska, July 2, 2001
On July 2, 2001 at about 4:50 pm local time, a Lockheed L-382G, registered N401LC, was substantially damaged in an accident near Lake Minchumina, Alaska (Minchumina airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight crew's improper recovery from a bounced landing. Factors associated with the accident were the selection of an unsuitable landing area, and a rough/uneven landing surface.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 2001 · about 4:50 pm local time
- Place
- Lake Minchumina, Alaska · Minchumina · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed L-382G
- Registration
- N401LC · registry record · serial 4606
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The crew of the arriving cargo flight flew over the airport to inspect the runway conditions, and subsequently elected to use runway 20, a 4,200 feet long, 90 feet wide, gravel runway. The crew noted that the runway surface had a number of frost-heaves that had developed during the past winter. During the initial landing touchdown, the airplane "skipped" as the main wheels touched on the crest of one of the frost-heaves. The airplane became airborne, floated slightly, touched again about 750 feet beyond the approach end of the runway. During the second landing flare, the main landing gear wheels touched on the downhill side of a second frost-heave, which allowed the tail of the airplane to contact the gravel runway. The captain characterized the second touchdown as within acceptable limits, but with a slightly nose high attitude. A postflight inspection by the crew discovered a 4 feet by 2 feet puncture on the belly of the airplane, just forward of the main cargo door.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 15,000 hours in all; 2,200 in this make and model; 200 in the last 90 days; 70 in the last 30 days; 11,000 as pilot in command
- Last flight review: January 31, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Injury: no injuries
Flight Engineer
- Injury: no injuries
Other crew
- Injury: no injuries
The aircraft
- Airframe total time: 31,652.8 hours
- Last inspection: continuous airworthiness programme, April 10, 2001; 285.7 hours since
- Maximum gross weight: 155,800 lb
- Seats: 7
- Landing gear: retractable
- Engine: Allison 501-D22A (turboprop); 0 hours total
The flight
- Departed from: ANC Anchorage AK at 11:00 am
- Destination: MHM Lake Minchumina AK
- Flight plan: IFR
- Runway 20, 4,200 ft by 90 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 46°F (8°C)
- Altimeter: 30.14 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 |
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 N401LC 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.