Dehavilland BEAVER DHC-2 MK.1 accident near Ketchikan, Alaska, July 23, 2010
On July 23, 2010 at about 3:27 pm local time, a Dehavilland BEAVER DHC-2 MK.1, registered N9290Z, was substantially damaged in an accident during maneuvering (low-alt flying) near Ketchikan, Alaska. It was flown under charter and air-taxi rules (Part 135). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The pilot’s decision to continue the flight toward his destination in significant turbulence and downdrafts, and his subsequent failure to maintain control of the airplane while flying low over rising terrain.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2010 · about 3:27 pm local time
- Place
- Ketchikan, Alaska · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Dehavilland BEAVER DHC-2 MK.1 · all BEAVER DHC-2 MK.1s on the register
- Registration
- N9290Z · registry record · serial 1387
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot had been advised by the Federal Aviation Administration flight service station (FSS) specialist to remain clear of the destination airport until the specialist could issue a special visual flight rules clearance. Instrument meteorological conditions prevailed at the airport, with a strong southeasterly wind. About 8 minutes after initial contact, the FSS specialist attempted to contact the pilot to issue the clearance but received no response. A witness about 0.5 mile southeast of the accident site said he saw the accident airplane flying very low over the treetops. He said the weather conditions consisted of low clouds, rain, and gusty southeasterly wind estimated at 30 to 40 knots. He said that, as the airplane passed overhead, it turned sharply to the left. As he watched the airplane, the wings rocked violently from side to side, and the nose pitched up and down. As the airplane passed low over hilly, tree-covered terrain, it rolled to the right, the right wing struck a large tree and separated, and the airplane descended behind a stand of trees. Pilots flying in the accident area reported strong wind with significant downdrafts and turbulence. A postaccident examination of the airplane did not disclose any preimpact mechanical malfunctions. Given the lack of mechanical deficiencies and the reports of turbulence and downdrafts, as well as the witness’ account of the airplane’s physical movements, it is likely that the pilot encountered significant terrain-induced turbulence and downdrafts while flying at low altitude. The area surrounding the accident site and portions of the pilot's earlier flight path were bordered by large areas of open and protected water, several of which were suitable for landing the float-equipped airplane.
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
- Turbulence encounter during maneuvering (low-alt flying) defining event
- Loss of control in flight during maneuvering (low-alt flying)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Contributed to outcome
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 5,300 hours in all; 4,500 in this make and model; 97 in the last 90 days; 25 in the last 30 days; 5,250 as pilot in command
- Last flight review: April 27, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 21,065 hours
- Last inspection: 100-hour inspection, July 21, 2010; 4 hours since
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985 SERIES (piston); 0 hours total
- Operator: Pacific Airways, Inc.
The flight
- Departed from: KTB Thorne Bay AK at 10:00 am
- Destination: Ketchikan AK
Weather at the time
- Light: daylight
- Wind: from 140° at 17 knots, gusting 26
- Visibility: 2 statute miles
- Sky: broken clouds at 1,300 ft; a few clouds at 800 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 29.96 inHg
- Observation at 10:43 am from PAKT, 5 miles away
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ANC10FA064.