Interstate S1B1 accident near Beluga River, Alaska, May 26, 1990
On May 26, 1990 at about 2:30 am local time, a Interstate S1B1, registered N55AD, was substantially damaged in an accident near Beluga River, Alaska. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT SELECTED UNSUITABLE TERRAIN. CONTRIBUTING FACTORS WERE THE SOFT TERRAIN AND THE PILOT'S LACK OF EXPERIENCE IN OFF-AIRPORT OPERATIONS.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 1990 · about 2:30 am local time · cases in 1990
- Place
- Beluga River, Alaska
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Interstate S1B1 · all S1B1s on the register
- Registration
- N55AD · registry record · serial 1006
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT HE WAS MAKING HIS SECOND LANDING AT A SANDBAR DURING A FISHING TRIP. HE SAID THAT HE WAS SEEKING A BETTER LANDING SITE PRIOR TO BRINGING ANOTHER PASSENGER TO THE SANDBAR. DURING THE LANDING ROLL THE MAIN LANDING GEAR ENCOUNTERED A SOFT SPOT AND THE AIRPLANE NOSED OVER.
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: private
- Ratings: single-engine land
- Flight time: 152 hours in all; 79 in this make and model; 49 in the last 90 days; 27 in the last 30 days; 152 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 5 knots, gusting 10
- Visibility: 50 statute miles
- Sky: scat at 4,000 ft
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
Other NTSB records under N55AD the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N55AD on the register today · the tail number may have moved to another aircraft since
- Interstate S-1 104 registered today · the model family and its accident history
- Interstate 107 aircraft on the register
- Engine: Lycoming O-320 27,311 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Alaska 5,930 since 1982 · 824 in the last ten years
- Alaska 9,146 aircraft registered
- Other NTSB records under N55AD 2 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/ANC90LA080.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.