Dehavilland DHC-2 accident near Sitka, Alaska, May 30, 2003
On May 30, 2003 at about 10:30 pm local time, a Dehavilland DHC-2, registered N60TF, was substantially damaged in an accident near Sitka, Alaska. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to retract the landing gear wheels of an amphibious float equipped airplane after departure from a paved runway, which resulted in a nose over when the airplane was landed on a nearby lake with the wheels extended. A contributing factor in the accident was the pilot's diverted attention during the short flight from the airport to the lake.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2003 · about 10:30 pm local time
- Place
- Sitka, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dehavilland DHC-2 · all DHC-2s on the register
- Registration
- N60TF · registry record · serial 57-2563
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airline transport certificated pilot departed from a paved runway for a short flight to a remote lake in an amphibious float-equipped airplane to deliver supplies to a client. The pilot reported that he was transporting several loads of equipment to the lake, and failed to visually check the gear position while looking for a new unloading area. He also indicated that he was distracted when he had to reset the flaps, and by a minor malfunction with the airplane's GPS receiver. He said he forgot to raise the landing gear wheels, and landed on the lake with the wheels extended. During the landing touchdown on the lake, the airplane nosed over and received damage to the left wing and fuselage. The airplane is equipped with floats that have landing gear position lights installed on the instrument panel. The airplane also has a mirror enabling the pilot to visually observe the landing gear position.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,720 hours in all; 500 in this make and model; 185 in the last 90 days; 76 in the last 30 days; 3,750 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,060 hours
- Last inspection: 100-hour inspection, April 18, 2003; 50 hours since
- Maximum gross weight: 5,600 lb
- Seats: 2
- Landing gear: retractable
- Engine: Pratt & Whitney R-985 (piston); 0 hours total
The flight
- Departed from: PASI Sitka AK at 5:19 pm
- Destination: Sitka AK
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 200° at 13 knots, gusting 20
- Visibility: 10 statute miles
- Sky: overcast at 6,000 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 29.80 inHg
- Observation at 4:55 pm from PASI, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
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.