Cessna U206F accident near Bethel, Alaska, November 19, 2004
On November 19, 2004 at about 6:31 pm local time, a Cessna U206F, registered N9644G, was substantially damaged in an accident near Bethel, Alaska (Bethel airport). It was a positioning flight under general aviation rules (Part 91). 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 inadequate evaluation of the weather conditions, and his inadequate compensation for the wind conditions, which resulted in a loss of control and subsequent nose over during taxi from landing. A factor contributing to the accident was a tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 2004 · about 6:31 pm local time
- Place
- Bethel, Alaska · Bethel · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206F · all U206Fs on the register
- Registration
- N9644G · registry record · serial U20601844
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At the conclusion of the positioning flight, the airline transport certificated pilot exited the runway at a taxiway, and proceeded toward the ramp area of the airport. As he turned the airplane toward the parking area, a right quartering tailwind lifted the tail of the airplane, and the airplane nosed over. The airplane received damage to the left wing, the left wing strut, and the vertical stabilizer. A special weather observation at the airport was reporting, in part: Wind, 160 degrees (true) at 26 knots, gusts to 35 knots. The pilot indicated that his source of weather information was the Automated Terminal Information System (ATIS), and a "wind check" with the air traffic control tower. The pilot reported that the wind was 130 degrees (magnetic) at 22 knots, gusts to 27 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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,450 hours in all; 1,850 in this make and model; 137 in the last 90 days; 30 in the last 30 days; 3,250 as pilot in command
- Last flight review: June 15, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,716 hours
- Last inspection: 100-hour inspection, November 12, 2004; 22 hours since
- Maximum gross weight: 3,600 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-F (piston); 0 hours total
- Operator: Katmai Air LLC.
The flight
- Departed from: PKA Napaskiak AK at 6:20 pm
- Destination: PABE Bethel AK
Weather at the time
- Light: daylight
- Wind: from 144° at 26 knots, gusting 35
- Visibility: 10 statute miles
- Sky: broken clouds at 2,800 ft
- Temperature: 37°F (3°C), dew point 30°F (-1°C)
- Altimeter: 29.06 inHg
- Observation at 6:30 pm from PABE
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.