Amateur-built DHC-2 accident near Nondalton, Alaska, August 21, 2001
On August 21, 2001 at about 10:30 pm local time, a amateur-built DHC-2, registered N10395, was substantially damaged in an accident near Nondalton, Alaska. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for gusty wind conditions. Factors associated with the accident were the pilot's inadequate weather evaluation, and wind gusts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 2001 · about 10:30 pm local time
- Place
- Nondalton, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-2
- Registration
- N10395 · registry record · serial 1354
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The certificated commerical pilot reported to the NTSB that just after takeoff, about 100 feet above the water, a very strong gust of wind rolled the wings of the float-equipped airplane about 90 degrees to the left. He said that he applied full right aileron in an attempt to regain control, but the airplane descended, and the left wing struck the surface of the water. As the airplane's left wing struck the surface of the water, the wing separated from the fuselage, pivoted the airplane 90 degrees to the left, and the right wing struck the water. Both floats were torn from the fuselage, and the airplane eventually sank in shallow water. The airplane sustained substantial damage to the fuselage, wings, and empennage. The pilot reported that wind conditions at the time of the accident were out of the northwest at 20 knots, with gusts to 30 knots.
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: 5,450 hours in all; 2,000 in this make and model; 243 in the last 90 days; 139 in the last 30 days; 5,200 as pilot in command
- Last flight review: May 31, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 16,445 hours
- Last inspection: 100-hour inspection, August 18, 2001; 23 hours since
- Maximum gross weight: 5,370 lb
- Seats: 5
- Landing gear: fixed
- Engine: P&W R-985 (piston); 0 hours total
The flight
- Departed from: 5NN Nondalton AK at 5:30 pm
- Destination: TPO Port Alsworth AK
Weather at the time
- Light: daylight
- Wind: from 300° at 20 knots, gusting 30
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N10395 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.