Cessna U206G accident near Mcgrath, Alaska, September 5, 2013
On September 5, 2013 at about 11:00 pm local time, a Cessna U206G, registered N735LS, was substantially damaged in an accident during takeoff (rejected takeoff) near Mcgrath, Alaska. It was flown under charter and air-taxi rules (Part 135). 1 person 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 decision to conduct a precautionary landing following a loss of altitude during takeoff initial climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2013 · about 11:00 pm local time
- Place
- Mcgrath, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N735LS · registry record · serial U20604937
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff from a remote mountain airstrip, at approximately 40 feet above ground level the airplane lost altitude, and began to sink. The pilot elected to conduct an off airport precautionary landing, during the landing the airplane nosed over sustaining substantial damage to the right wing, empennage and vertical stabilizer. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. In the narrative history of flight section of the NTSB Accident/Incident Reporting Form 6120.1, the pilot stated that he was unsure if the loss in altitude was a result of wind shear, or inadvertent movement of the flap selector by the passenger seated in the right front seat. In the recommendation section of the NTSB Accident/Incident Reporting Form 6120.1, the operator stated that the accident may have been prevented if the company had established mandatory policies limiting loads out of short, high altitude, mountain airstrips, where gusting wind and wind shear is common.
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 during takeoff/land during takeoff (rejected takeoff) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 5,400 hours in all; 100 in this make and model; 100 in the last 90 days; 90 in the last 30 days; 4,600 as pilot in command
- Last flight review: July 19, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,626 hours
- Last inspection: 100-hour inspection, August 24, 2013
- Seats: 6
- Landing gear: fixed
- Engine: Cont Motor IO 520 SERIES (piston); 293 hours total
- Operator: Alaska Skyways, Inc.
The flight
- Departed from: Mcgrath AK
- Destination: Anchorage AK
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: overcast at 6,000 ft; ovct at 6,000 ft
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
- Altimeter: 29.95 inHg
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.