Amateur-built DHC-2 MK.1 accident near Anaktuvuk Pass, Alaska, August 2, 2006
On August 2, 2006 at about 1:30 am local time, a amateur-built DHC-2 MK.1, registered N4040W, was substantially damaged in an accident near Anaktuvuk Pass, Alaska. It was flown under charter and air-taxi rules (Part 135). 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 abort the takeoff at his predetermined reference point, which resulted in a collision with the shore during takeoff-initial climb, and structural damage to the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 2006 · about 1:30 am local time
- Place
- Anaktuvuk Pass, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-2 MK.1
- Registration
- N4040W · registry record · serial 1147
- 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 was transporting passengers from a remote lake in a float-equipped airplane under Title 14, CFR Part 135. He said that during takeoff he passed his predetermined point to abort the takeoff without becoming airborne, and felt that he had to proceed with the takeoff or hit the shoreline. The pilot said that he was able to become airborne, but struck the shore of the lake with the airplane's floats just after liftoff. He stated that he was concerned about damage to the floats from the impact with the shore, and elected to land on a hard surface runway at the destination airport. The float structure collapsed during landing, resulting in substantial damage to the fuselage. There were no known mechanical anomalies with the airplane prior to the accident.
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
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 16,631 hours in all; 422 in this make and model; 99 in the last 90 days; 97 in the last 30 days; 8,610 as pilot in command; 155 on instruments
- Last flight review: June 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 127,000 hours
- Last inspection: 100-hour inspection, July 1, 2006; 56 hours since
- Maximum gross weight: 5,090 lb
- Seats: 7
- Landing gear: fixed
- Engine: Pratt & Whitney Canada R-985-14G (piston); 0 hours total
- Operator: Brooks Range Aviation INC
The flight
- Departed from: Anaktuvuk Pass AK at 8:30 pm
- Destination: PABT Bettles AK
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°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.
Other NTSB records under N4040W 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.