Amateur-built DHC-2 MARK 1 accident near Dillingham, Alaska, July 30, 1992
On July 30, 1992 at about 7:00 pm local time, a amateur-built DHC-2 MARK 1, registered N67151, was destroyed in an accident near Dillingham, Alaska. It was a business flight under general aviation rules (Part 91). 6 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S DELAYED DECISION IN REVERSING COURSE AND HIS FAILURE TO MAINTAIN AIRSPEED DURING THE MANEUVER. FACTORS RELATED TO THE ACCIDENT WERE: MOUNTAINOUS TERRAIN AND A LOW CEILING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1992 · about 7:00 pm local time
- Place
- Dillingham, Alaska · map
- Type
- Accident
- Injuries
- 6 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-2 MARK 1 DHC-2 MARK
- Registration
- N67151 · no longer on the register · serial 900
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE DESTINATION CAMP IS LOCATED ABOUT 50 MI SW OF THE DEPARTURE LODGE, AND IS SEPARATED BY MOUNTAINS WITH SOME PEAKS OVER 4,000 FT ASL. THE GENERAL AREA WEATHER INCLUDED LOW CEILINGS. THE OPERATOR STATED THAT SHORTLY BEFORE THE ACCIDENT HE OBSERVED THE YOUTH CREEK WEATHER 'BETTER THAN 400 FEET...', AND TOLD THE PILOT THAT IT APPEARED GOOD ENOUGH TO MAKE THE FLIGHT. THE PILOT STATED THAT AS HE FLEW UP YOUTH CREEK HE COULD SEE THAT THE PASS WAS CLOSED BY LOW CLOUDS AND ATTEMPTED TO REVERSE DIRECTION. THE PILOT STATED HE 'MADE A HARD STEEP TURN, AND THE AIRPLANE STALLED...' THE PILOT SAID THE WEATHER WAS ABOUT 800 FT CEILING AND VISIBILITY OF 1 MI. WHEN THE PILOT WAS ADMITTED INTO THE HOSPITAL IMMEDIATELY FOLLOWING THE ACCIDENT, HE WAS DIAGNOSED AS HAVING AN INSULIN DEPENDENT DIABETIC CONDITION. HIS MEDICAL RECORDS CONTAIN NO EVIDENCE OF, AND THE PILOT DENIED ANY KNOWLEDGE OF, ANY PRE-ACCIDENT DIABETIC CONDITION.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 8,842 hours in all; 550 in this make and model; 120 in the last 90 days; 80 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,892 hours
- Last inspection: annual inspection, September 1, 1991; 125 hours since
- Maximum gross weight: 5,090 lb
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985-AN14B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: Bristol Bay Ldg AK at 1:45 pm
- Destination: Togiak River Cp AK
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 4 knots
- Visibility: 1 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 6 |
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.