Bell Helicopter Textron Canada 206L-4 and Dehavilland DHC-2 mid-air collision near King Salmon, Alaska, September 5, 2023
On September 5, 2023, 2 aircraft, Bell Helicopter Textron Canada 206L-4 (N193AL) and Dehavilland DHC-2 (N97EL), were involved in a mid-air collision near King Salmon, Alaska. 1 person had minor injuries; 7 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid while en route, which resulted in a midair collision.
The failure of both pilots to see and avoid while en route, which resulted in a midair collision.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2023 · cases in 2023
- Place
- King Salmon, Alaska · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person had minor injuries; 7 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bell Helicopter Textron Canada 206L-4, built 2006 · all 206L-4s on the register
- Registration
- N193AL · registry record · serial 52344
- Damage
- Substantial damage
- Flight
- Positioning flight · charter and air-taxi rules (Part 135)
- Aircraft 2
- Dehavilland DHC-2, built 1958 · all DHC-2s on the register
- Registration
- N97EL · registry record · serial 1345
- Damage
- Minor damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative for the Bell Helicopter Textron Canada 206L-4 final · quoted from the NTSB record
While en route to their respective destinations in visual meteorological conditions at an altitude about 1,000 ft, a float-equipped airplane and a helicopter collided midair. The airplane pilot had broadcast his position over a common traffic advisory frequency for the area. The helicopter pilot was monitoring the common traffic advisory frequency and was also monitoring automatic dependent surveillance – broadcast (ADS-B) data from other aircraft on a moving map display; however, the airplane was not ADS-B equipped. The airplane pilot did not see the helicopter in time to avoid the collision. The helicopter pilot never saw the airplane and was unaware that his helicopter had collided with the airplane until after the accident. As a result of the midair collision, the airplane sustained minor damage to the floats and propeller, and the helicopter sustained substantial damage to the fuselage, tail boom, and drive train system.
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 NTSB's narrative for the Dehavilland DHC-2 final · quoted from the NTSB record
While en route to their respective destinations in visual meteorological conditions at an altitude about 1,000 ft, a float-equipped airplane and a helicopter collided midair. The airplane pilot had broadcast his position over a common traffic advisory frequency for the area. The helicopter pilot was monitoring the common traffic advisory frequency and was also monitoring automatic dependent surveillance – broadcast (ADS-B) data from other aircraft on a moving map display; however, the airplane was not ADS-B equipped. The airplane pilot did not see the helicopter in time to avoid the collision. The helicopter pilot never saw the airplane and was unaware that his helicopter had collided with the airplane until after the accident. As a result of the midair collision, the airplane sustained minor damage to the floats and propeller, and the helicopter sustained substantial damage to the fuselage, tail boom, and drive train system.
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 for the Bell Helicopter Textron Canada 206L-4 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute defining event
- Part(s) separation from AC during enroute
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,267 hours in all; 435 in this make and model; 217 in the last 90 days; 79 in the last 30 days; 2,194 as pilot in command; 267 on instruments
- Last flight review: December 14, 2022
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 9,677.1 hours
- Last inspection: approved inspection programme, September 3, 2023; 30 hours since
- Maximum gross weight: 4,550 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royc 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: PAKN King Salmon AK at 11:50 pm
- Destination: PAHO Homer AK
Weather at the time
- Light: daylight
- Wind: from 260° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,500 ft
- Temperature: 59°F (15°C), dew point 45°F (7°C)
- Altimeter: 30.06 inHg
- Observation at 4:54 pm from PAKN, 34 miles away
Weather report (METAR): PAKN 050054Z 26006KT 10SM FEW035 15/07 A3006 RMK AO2 SLP178 T01500072 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Dehavilland DHC-2 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute defining event
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 6,100 hours in all; 5,010 in this make and model; 210 in the last 90 days; 75 in the last 30 days; 6,100 as pilot in command
- Last flight review: December 1, 2023
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: ctr
- Injury: no injuries
Passenger
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 19,087.6 hours
- Last inspection: annual inspection, March 27, 2023; 110 hours since
- Maximum gross weight: 5,100 lb
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985 SERIES (piston); 3,880 hours total
- Operator: Alaskas Enchanted Lake Lodge INC
The flight
- Departed from: NONE Katmai National Park AK
- Destination: none Katmai National Park AK
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 6 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of the flight paths of the two aircraft on a VFR sectional.
Photograph 2 – View of the Honeywell tracker points with the flight path of the airplane.
Photograph 3 – Helicopter at accident site.
Photograph 5 – Left side of the aft portion of the tailboom
Photograph 7 – Propeller damage on the accident airplane.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on July 24, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 (N97EL) | PDF, 11 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 (N193AL) | PDF, 11 pages | View Download |
| 3 | Pilot Interview - Airplane | PDF, 1 page | View Download |
| 4 | Pilot Interview - Helicopter | PDF, 2 pages | View Download |
| 5 | Passenger Interviews | PDF, 2 pages | View Download |
| 6 | ADS-B Helicopter | spreadsheet | Download |
| 7 | Honeywell Sky Connect Tracker Data - Helicopter | PDF, 4 pages | View Download |
| 8 | Photos | PDF, 8 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N193AL on the register today · the tail number may have moved to another aircraft since
- Bell 206 JetRanger and LongRanger 1,453 registered today · the model family and its accident history
- Bell 3,080 aircraft on the register
- N97EL on the register today · the tail number may have moved to another aircraft since
- Dehavilland DHC-2 255 registered today · the model family and its accident history
- Dehavilland 861 aircraft on the register
- Engine: Rolls-Royc 250-C30P 151 aircraft carry this series today · as the NTSB recorded it
- Engine: P&W R-985 SERIES 1,593 aircraft carry this series today · as the NTSB recorded it
- King Salmon Airport · departed from
- Homer Airport · bound for
- Accidents and incidents in Alaska 5,932 since 1982 · 825 in the last ten years
- Alaska 9,142 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ANC23LA071.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.