Arctic S1B2 accident near Near Big Lake, Alaska, May 29, 1982
On May 29, 1982 at about 7:30 pm local time, a Arctic S1B2, registered N65AT, was substantially damaged in an accident near Near Big Lake, Alaska. It was an instructional flight under general aviation rules (Part 91). 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 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 29, 1982 · about 7:30 pm local time
- Place
- Near Big Lake, Alaska
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Arctic S1B2
- Registration
- N65AT · registry record · serial 1016
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PURPOSE OF THE FLIGHT WAS TO PROVIDE DUAL INSTRUCTION TO A RATED SINGLE-ENGINE-LAND PILOT IN BASIC FLOAT PLANE TRAINING. AFTER PRACTICING A NUMBER OF LANDINGS, THE INSTRUCTOR (IP) SIMULATED AN ENGINE-OUT BY REDUCING THE POWER TO 1000-1200 RPM. AT THIS TIME THE AIRCRAFT WAS ON A CLOSE-IN DOWNWIND LEG BESIDE THE LAKE. THE IP REALIZED THE STUDENT WOULD NOT BE ABLE TO LAND ON THE LAKE WITHOUT ADDING POWER. HE TOLD THE STUDENT TO ADD POWER AND THEN TOOK THE CONTROLS. THE AIRCRAFT CONTINUED TO SINK AND THE FLOATS STRUCK THE TOPS OF SEVERAL TREES WHILE ON A SHORT BASE LEG. THE IP VISUALLY CHECKED THE FLOATS AND SAW NO DAMAGE, BUT DID NOTICE THE PLANE WAS CARRYING SOME BRANCHES. HE MADE A CONTROLLED LANDING IN THE WATER AND THEN HEADED FOR THE SHORE. BY THE TIME THEY GOT TO THE SHORE, THE DAMAGED FLOAT RIGGING ALLOWED THE PLANE TO LEAN TO THE RIGHT WITH THE RIGHT WING DRAGGING IN THE WATER.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 967 hours in all; 9 in this make and model; 93 in the last 90 days; 26 in the last 30 days; 725 as pilot in command; 194 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 107 hours
- Last inspection: inspection type not recorded; 9 hours since
- Maximum gross weight: 1,850 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
- Operator: Elmendorf Aero Club
The flight
- Departed from: Anchorage AK at 10:15 am
- Destination: Anchorage AK
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 3,500 ft; not recorded
- Temperature: 113°F (45°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.