Cessna 185 accident near Mccarthy, Alaska, July 4, 2008
On July 4, 2008 at about 1:30 am local time, a Cessna 185, registered N80596, was substantially damaged in an accident during enroute (cruise) near Mccarthy, Alaska. It was an other work-use 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 improper fuel management which resulted in fuel starvation and a loss of engine power during cruise flight. Contributing to the accident was an aerodynamic stall during the emergency landing, the pilot's fatigue, and his unfamiliarity with the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2008 · about 1:30 am local time
- Place
- Mccarthy, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 185 · all 185s on the register
- Registration
- N80596 · no longer on the register · serial 18503130
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The solo commercial pilot was on a flight in conjunction with a lodge operation under 14 Code of Federal Regulations Part 91. The pilot said that he ran one main fuel tank dry 10 minutes into the flight and that, after switching fuel tanks, he turned on the auxiliary fuel pump but was unable to restart the engine. During a forced landing on a sandbar, the airplane stalled about 10 feet in the air, landed hard, and nosed over, damaging the wings and fuselage. The pilot said that he had learned the procedure of running a fuel tank dry in-flight from a more experienced pilot and that it was a fairly common operating procedure. He reported that there were no known mechanical problems with the airplane prior to the accident. He wrote that he thought fatigue and unfamiliarity with the airplane may have contributed to the accident. The airplane's Pilot Operating Handbook (POH) states that takeoff and landing should be made with the fuel tank selector valve in the "BOTH" position to prevent inadvertent operation on an empty tank. The POH further describes the procedure if the pilot "desires to completely exhaust a fuel tank quantity in flight." The restart procedure after the engine has quit due to fuel starvation is "immediately switch to a tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the "ON" position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the auxiliary fuel pump and full rich mixture can cause flooding of the engine."
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
What happened, in order
- Fuel starvation during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Aerodynamic stall/spin during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › (general) › Incorrect use/operation
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- factor Personnel issues › Experience/knowledge › Knowledge › Knowledge of equipment › Pilot
- factor Personnel issues › Physical › Alertness/Fatigue › (general) › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 509 hours in all; 6 in this make and model; 50 in the last 90 days; 50 in the last 30 days; 432 as pilot in command
- Last flight review: December 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520 (piston); 0 hours total
- Operator: Ultima Thule Outfitters Inc.
The flight
- Departed from: Ultima Thule AK
- Destination: CXC Chitina AK
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N80596 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.