Dehavilland DHC-2 accident near King Salmon, Alaska, June 10, 2005
On June 10, 2005 at about 5:30 pm local time, a Dehavilland DHC-2, registered N43446, was substantially damaged in an accident near King Salmon, Alaska (King Salmon Seaplane Base airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to correct for torque/P-Factor during the takeoff run, and his delay in aborting the takeoff, which resulted in a loss of directional control and subsequent wing collision with the surface of the water. A factor contributing to the accident was a left crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 2005 · about 5:30 pm local time
- Place
- King Salmon, Alaska · King Salmon Seaplane Base · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dehavilland DHC-2 · all DHC-2s on the register
- Registration
- N43446 · registry record · serial 1355
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial certificated pilot was departing on a river toward the southeast in a float-equipped airplane. He said that the airplane was on-step, when it began an uncommanded left turn. He attempted to counteract the turn by applying right rudder and right aileron, but there was no change. The pilot indicated that he aborted the takeoff by pulling the engine power to idle. The airplane continued a hard left turn, and the right wing struck the water. The pilot said the right wing was bent upward about 40 degrees, at the right wing lift strut attach point. In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the pilot, he indicated that after returning to the dock, he noticed a light wind of about 8 to 10 knots from the north.
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: recreational
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,170 hours in all; 496 in this make and model; 65 in the last 90 days; 65 in the last 30 days; 1,111 as pilot in command
- Last flight review: May 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 15,063 hours
- Last inspection: annual inspection, May 1, 2005; 25 hours since
- Maximum gross weight: 5,090 lb
- Seats: 7
- Landing gear: fixed
- Engine: Pratt & Whitney R-985 (piston); 0 hours total
- Operator: Alaska Rainbow Lodge Inc.
The flight
- Departed from: AKN King Salmon AK at 12:30 pm
- Destination: King Salmon AK
Weather at the time
- Light: daylight
- Wind: from 030° at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,000 ft
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
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.
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.