Dehavilland DHC-2 accident near Talkeetna, Alaska, June 14, 2012
On June 14, 2012 at about 3:15 am local time, a Dehavilland DHC-2, registered N121KT, was substantially damaged in an accident during enroute (climb to cruise) near Talkeetna, Alaska (Talkeetna Airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power after departure due to the separation of an engine cylinder.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2012 · about 3:15 am local time
- Place
- Talkeetna, Alaska · Talkeetna Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dehavilland DHC-2 · all DHC-2s on the register
- Registration
- N121KT · registry record · serial 1407
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot and six passengers were on an air tour flight over a remote area. After departure, and about 1200 feet above the ground, the engine began to run rough followed by a total loss of engine power. The pilot made a forced landing to a gravel bar along a river. On landing, the airplane bounced over logs and ditches and sustained substantial damage. A postaccident examination revealed that the No. 2 cylinder head had cracks radiating from the spark plug hole throughout the cylinder head, and it had begun to separate from the cylinder base.
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
- Loss of engine power (partial) during enroute (climb to cruise) defining event
- Loss of engine power (total) during enroute (climb to cruise)
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,338 hours in all; 287 in this make and model; 95 in the last 90 days; 73 in the last 30 days; 5,244 as pilot in command; 824 on instruments
- Last flight review: May 30, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,901 hours
- Last inspection: 100-hour inspection, June 2, 2012; 13 hours since
- Maximum gross weight: 5,370 lb
- Seats: 8
- Landing gear: fixed
- Engine: Pratt & Whitney R-985 (piston); 0 hours total
- Operator: Rustair INC
The flight
- Departed from: PATK Talkeetna AK at 10:10 pm
- Destination: Talkeetna AK
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 5,500 ft
- Temperature: 54°F (12°C), dew point 45°F (7°C)
- Altimeter: 29.97 inHg
- Observation at 9:57 pm from PATK, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 6 |
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 N121KT 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.