Dehavilland BEAVER U-6 accident near Kenai, Alaska, August 25, 2012
On August 25, 2012 at about 4:00 pm local time, a Dehavilland BEAVER U-6, registered N314HA, was substantially damaged in an accident during approach (VFR pattern base) near Kenai, Alaska (Big River Lakes airport). It was flown under charter and air-taxi rules (Part 135). 3 people had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain adequate ground clearance during his landing approach, which resulted in a collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 2012 · about 4:00 pm local time
- Place
- Kenai, Alaska · Big River Lakes · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Dehavilland BEAVER U-6
- Registration
- N314HA · registry record · serial 54-1720
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot of a float-equipped airplane was landing at a remote lake. The pilot stated that he was on a left base leg turning onto a short final approach when the left float struck the ground. The airplane sustained substantial damage to the wings and fuselage. The pilot indicated there were no preaccident mechanical malfunctions or anomalies that would have precluded normal operation.
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
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern base)
- Miscellaneous/other during approach (VFR pattern base) defining event
The NTSB's findings
- cause Personnel issues › Task performance › (general) › (general) › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,500 hours in all; 725 in this make and model; 432 in the last 90 days; 156 in the last 30 days; 1,350 as pilot in command; 15 on instruments
- Last flight review: June 8, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 20,174 hours
- Last inspection: 100-hour inspection, August 9, 2012
- Maximum gross weight: 5,370 lb
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985 SERIES (piston); 0 hours total
- Operator: High Adventur Air Charter, Guides & Outfitters Inc
The flight
- Departed from: Soldotna AK at 10:30 am
- Destination: Kenai AK
- Runway 14
Weather at the time
- Light: daylight
- Wind: at 5 knots, gusting 10
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 | 2 |
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.