Helio H-295 accident near King Salmon, Alaska, October 1, 2007
On October 1, 2007 at about 1:20 am local time, a Helio H-295, registered N295BA, was substantially damaged in an accident near King Salmon, Alaska. It was an other work-use flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A corrosion-induced fatigue fracture of the airplane's left wing to fuselage attachment cap fitting, which resulted in a partial separation of the left wing, and an uncontrolled descent.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2007 · about 1:20 am local time
- Place
- King Salmon, Alaska · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Helio H-295 · all H-295s on the register
- Registration
- N295BA · no longer on the register · serial 1409
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The float-equipped airplane was transporting sport-fishing clients returning to a lodge from a remote fishing site. The pilot contacted lodge personnel while en route, and estimated his arrival time in about 3 minutes. When the airplane failed to arrive, an aerial search discovered the wreckage about 10 miles from the lodge, along the anticipated flight route. The NTSB's investigation revealed evidence that the airplane's lower left wing to fuselage attachment cap fitting had failed in flight, which resulted in the airplane's uncontrolled descent. The deformation at the upper forward and aft wing attachment points suggested that the airplane's left wing, in part, had failed in flight, but did not completely separate from the airplane. A subsequent metallurgical examination revealed that the fractured wing to fuselage attachment cap fitting displayed evidence of fatigue cracking, which emanated from areas of corrosion pitting. A Safety Board metallurgist noted that the corrosion pitting was located in the interior portion of the pin/bolt hole, where a large bore pin/bolt resides when the wing is attached to the fuselage, which is not visible when the bolt/pin is installed. The metallurgist also noted that there was corrosion on the forward and aft faces of the fitting that would have been visible. Other than the corrosion pitting on the attachment cap fittings and pins/bolts, no metallurgical anomalies were discovered. On September 9, 2008, the FAA issued a special airworthiness information bulletin (SAIB CE-08-47) recommending a visual inspection for evidence of corrosion, cracking, and other damage on the spar fittings, attachment bolts and related structure, to preclude a structural in-flight failure of the wings.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: glider; instrument: airplane
- Flight time: 9,000 hours in all; 3,000 in this make and model; 100 in the last 90 days
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 8,733.5 hours
- Last inspection: annual inspection, May 1, 2007; 246.6 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming GO-480-G1D6 (piston); 0 hours total
The flight
- Departed from: King Salmon AK at 7:00 pm
- Destination: King Salmon AK
Weather at the time
- Light: daylight
- Wind: from 260° at 19 knots, gusting 27
- Visibility: 8 statute miles
- Sky: broken clouds at 4,100 ft; a few clouds at 1,700 ft
- Temperature: 46°F (8°C), dew point 43°F (6°C)
- Altimeter: 29.45 inHg
- Observation at 8:36 pm from PAPH, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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 N295BA 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.