Amateur-built KING accident near Palmer, Alaska, May 6, 2026
On May 6, 2026 at about 3:50 am local time, a amateur-built KING, registered N62TK, was destroyed in an accident during maneuvering (low-alt flying) near Palmer, Alaska. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 6, 2026 · about 3:50 am local time
- Place
- Palmer, Alaska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KING
- Registration
- N62TK · registry record · serial TK-01
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On May 5, 2026, about 1950 Alaska daylight time (AKDT), an experimental Tundrair King airplane, N62TK, was destroyed when it was involved in an accident near Palmer, Alaska. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Figure 1 Diagram of accident site Witnesses positioned near the east end of Picnic Strip, adjacent to Lake George and the Knik Glacier, reported that the airplane departed to the east and flew past them at low altitude. As it climbed over an area of rising terrain in a steep left bank, it encountered a gusting crosswind from the southeast off the glacier. The right wing lifted, the bank angle increased sharply, and the airplane descended nose-down before impacting terrain. Witnesses indicated the engine appeared to be operating at full power until impact. Upon impact, the engine separated from the airframe, and a post-impact fire consumed most of the cockpit, fuselage, and left wing. Although surface winds were reported as calm, witnesses estimated gusts of approximately 20 knots above the glacial moraine at the east end of the strip. Figure 2 Image of accident site (Courtesy of Recovery Operation) Figure 3 Overhead image of accident site (Courtesy of Alaska State Troopers) The wreckage has been recovered, and an examination is pending.
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
- Low altitude operation/event during maneuvering (low-alt flying) defining event
The aircraft
- Seats: 4
- Landing gear: fixed
- Fire on the ground
Weather at the time
- Light: daylight
- Wind: from 140° at 16 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 11,000 ft
- Temperature: 52°F (11°C), dew point 30°F (-1°C)
- Altimeter: 29.69 inHg
- Observation at 6:53 pm from PAAQ, 18 miles away
Weather report (METAR): PAAQ 060253Z AUTO 14016G22KT 10SM OVC110 11/M01 A2969 RMK AO2 SLP056 T01061006 52002 TSNO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.