Dehavilland BEAVER DHC-2 accident near Ketchikan, Alaska, March 13, 2012
On March 13, 2012 at about 6:40 pm local time, a Dehavilland BEAVER DHC-2, registered N82SF, was substantially damaged in an accident during maneuvering near Ketchikan, Alaska. It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured and 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's decision to depart in marginal visual meteorological conditions, and his continued visual flight into instrument meteorological conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2012 · about 6:40 pm local time
- Place
- Ketchikan, Alaska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Dehavilland BEAVER DHC-2 · all BEAVER DHC-2s on the register
- Registration
- N82SF · registry record · serial 839
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed from an off-airport site in marginal visual flight rules conditions. Shortly after departure, the weather worsened, and flight visibility dropped to near zero in heavy snow. He attempted to follow the shoreline at a low altitude but was unable to maintain visual contact with the ground. He stated that he saw trees immediately in front of the airplane and attempted a right turn toward what he thought was an open bay. During the turn, the right float contacted a rock outcrop, and the airplane impacted the water. The pilot did not report any mechanical 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
- VFR encounter with IMC during enroute
- Controlled flight into terrain or object (CFIT) during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Below VFR minima › Contributed to outcome
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 23,000 hours in all; 12,000 in this make and model
- Last flight review: May 5, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 17,574 hours
- Last inspection: annual inspection, January 30, 2012
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985 SERIES (piston); 0 hours total
- Operator: Southeast Aviation, LLC
The flight
- Departed from: Ketchikan AK at 1:35 pm
- Destination: PAKT Ketchikan AK
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 150° at 9 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 2,800 ft; a few clouds at 1,600 ft
- Temperature: 36°F (2°C), dew point 27°F (-3°C)
- Altimeter: 29.20 inHg
- Observation at 1:42 pm from PAKT, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
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.