Dehavilland DHC-2 MK 1 accident near King Salmon, Alaska, July 19, 2021
On July 19, 2021 at about 7:45 pm local time, a 1954 Dehavilland DHC-2 MK 1, registered N68080, was substantially damaged in an accident during enroute near King Salmon, Alaska. It was an other work-use flight under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s exceedance of the floatplane’s critical angle of attack, which resulted in an aerodynamic stall and subsequent loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2021 · about 7:45 pm local time
- Place
- King Salmon, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Dehavilland DHC-2 MK 1, built 1954 · all DHC-2 MK 1s on the register
- Registration
- N68080 · registry record · serial 694
- Damage
- Substantial damage
- Flight
- Other work-use flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while in a climb, approaching a mountain pass, he “felt” that the floatplane was not climbing sufficiently to safely clear the terrain. He extended the flaps and initiated a turn to the right, and “feeling a stall and loss of control imminent”, he applied full power. Subsequently, the floatplane stalled and impacted the ground sustaining substantial damage to the wings, fuselage, and empennage. The pilot reported no preimpact mechanical failures or malfunctions with the floatplane 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 enroute
- Aerodynamic stall/spin during enroute
- Abrupt maneuver during enroute defining event
- Loss of control in flight during enroute
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 8,000 hours in all; 1,450 in this make and model; 79.2 in the last 90 days; 65 in the last 30 days; 7,750 as pilot in command
- Last flight review: July 10, 2020
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 5,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: P & W R-985-AN-14B (piston); 0 hours total
- Operator: Branch River Air Service, Inc.
The flight
- Departed from: Lower American Creek AK at 7:20 pm
- Destination: Hammersly Lake AK
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 59°F (15°C)
- Altimeter: 30.04 inHg
- Observation at 11:54 am from PAKN, 35 miles away
Weather report (METAR): PAKN 191954Z 13006KT 10SM CLR 19/15 A3004 RMK AO2 SLP171 T01940150 $
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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.