Dehavilland DHC-2 accident near King Salmon, Alaska, October 5, 2009
On October 5, 2009 at about 7:15 pm local time, a Dehavilland DHC-2, registered N490K, was substantially damaged in an accident during takeoff (rejected takeoff) near King Salmon, Alaska. It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of an unsuitable takeoff area, and his decision to takeoff with a tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 2009 · about 7:15 pm local time
- Place
- King Salmon, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dehavilland DHC-2 · all DHC-2s on the register
- Registration
- N490K · registry record · serial 1268
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was departing to the east with a 5 knot tailwind, in a float-equipped airplane, on a Title 14, CFR Part 91 other work use flight. He said that the purpose of the flight was to demobilize a remote fishing lodge at the end of the season. The pilot reported that during the takeoff run he realized that the airplane would not become airborne before reaching the departure end of the lake, and he closed the engine throttle in an attempt to abort the takeoff. The airplane’s floats struck the shoreline, and the airplane came to rest on the shore, about 75 yards from the lake, sustaining substantial damage to the right wing. The pilot indicated that there were no preaccident mechanical problems with the airplane, and in his written report to the NTSB, he attributed the accident to “pilot error.”
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
- Runway excursion during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surface › (general) › Decision related to condition
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 15,980 hours in all; 2,000 in this make and model; 225 in the last 90 days; 75 in the last 30 days
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,722 hours
- Last inspection: annual inspection, September 9, 2009; 43 hours since
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985 SERIES (piston); 0 hours total
- Operator: Katmai Air Leasing LLC
The flight
- Departed from: King Salmon AK at 2:15 pm
- Destination: LHD Anchorage AK
- Runway 09
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
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.