Taylorcraft BC12D-85 accident near Wasilla, Alaska, August 9, 2005
On August 9, 2005 at about 3:30 am local time, a Taylorcraft BC12D-85, registered N5616M, was substantially damaged in an accident near Wasilla, Alaska. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power for an unknown reason while maneuvering, which precipitated an emergency descent and landing, and resulted in an in-flight collision with power lines and trees. A factor associated with the accident was the power lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 2005 · about 3:30 am local time
- Place
- Wasilla, Alaska · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Taylorcraft BC12D-85 · all BC12D-85s on the register
- Registration
- N5616M · no longer on the register · serial 12016
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was conducting a local personal flight, when the engine lost all power and he was forced to make an emergency landing. In his written statement to the NTSB, he indicated he performed a cruise descent from 2,100 feet to 700 feet above mean sea level (msl) with the carburetor heat on. After a short time at 700 feet he applied full power to gain altitude, and about 900 feet msl, the engine lost power. He attempted to restart the engine without success. During an emergency landing to a dirt road, the airplane collided with unmarked electrical wires, which redirected the airplane into the trees along the dirt road, resulting in structural damage to the wings and fuselage. An examination of the airplane at the accident site by the NTSB revealed fuel in the carburetor and in the airplane's fuel tank. During an operational test run of the airplane's engine, the engine was started and ran at various power settings. The carburetor was removed and evaluated on a flow test stand. No mechanical anomalies were found with the engine or carburetor.
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: private
- Ratings: single-engine land
- Flight time: 140 hours in all; 50 in this make and model; 20 in the last 90 days; 10 in the last 30 days; 70 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,302 hours
- Last inspection: annual inspection, April 1, 2005
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85-12F (piston); 0 hours total
The flight
- Departed from: PAUO Willow AK at 11:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.