Amateur-built DHC-6 accident near Chevak, Alaska, October 26, 1991
On October 26, 1991 at about 5:55 pm local time, a amateur-built DHC-6, registered N724CA, was substantially damaged in an accident near Chevak, Alaska (Chevak airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
THE HIGH CROSSWIND CONDITION, THE PILOT IN COMMANDS INABILITY TO COMPENSATE FOR THE WIND CONDITIONS, AND HIS FAILURE TO FOLLOW COMPANY PROCEDURES AND THE PROCEDURES RECOMMENDED IN THE AIRCRAFT FLIGHT MANUAL. FACTOR RELATING TO THE ACCIDENT WAS THE CAPTAIN'S OVERCONFIDENCE IN HIS PERSONAL ABILITY.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 26, 1991 · about 5:55 pm local time
- Place
- Chevak, Alaska · Chevak · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-6
- Registration
- N724CA · registry record · serial 793
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE CAPTAIN ELECTED TO TAKEOFF ON RUNWAY 14 AT CHEVAK. ACCORDING TO THE FIRST OFFICER, THE STATION MANAGER, AND THE DIRECTOR OF FLIGHT OPERATIONS THE WIND WAS BLOWING 090 TO 100 DEGREES AT 35 TO 40 KNOTS. THE CAPTAIN STATED THE WIND WAS FROM 060 TO 090 DEGREES AT 22 TO 25 KNOTS GUSTING TO 35 KNOTS. THE CAPTAIN ELECTED TO USE 20 DEGREES OF FLAP FOR TAKEOFF, HOWEVER, THE FLIGHT MANUAL RECOMMENDS THAT ONLY 10 DEGREES OF FLAP BE USED FOR A CROSSWIND TAKEOFF. THE FLIGHT MANUAL STATES THAT THE DEMONSTRATED CROSSWIND COMPONENT FOR THIS AIRPLANE WAS 20 KNOTS BUT IS NOT A LIMITING FACTOR. THE CAPTAIN PERFORMED THE TAKEOFF AND UPON LIFT OFF THE AIRPLANE WEATHER VANED AND BEGAN TO DRIFT TO THE RIGHT. SIMULTANEOUSLY THE LEFT WING ROSE INTO THE AIR AND THE RIGHT WING DRAGGED THE GROUND. ACCORDING TO THE DIRECTOR OF FLIGHT OPERATIONS OTHER COMPANY FLIGHTS IN THE AREA CANCELED THEIR FLIGHTS EARLIER DUE TO HIGH WINDS.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,850 hours in all; 1,353 in this make and model; 274 in the last 90 days; 79 in the last 30 days; 2,300 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,274 hours
- Last inspection: continuous airworthiness programme, September 26, 1991; 106 hours since
- Maximum gross weight: 12,500 lb
- Seats: 10
- Landing gear: fixed
- Engine: P&W PT6A-27 (turboprop); 0 hours total
- Operator: Markair Express INC.
The flight
- Destination: HPB Hooper Bay AK
- Runway 14, 2,690 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 30 knots, gusting 35
- Visibility: 20 statute miles
- Sky: overcast at 1,000 ft; not recorded
- Temperature: 37°F (3°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ANC92LA010.