Mitsubishi MU-2B-35 accident near Nome, Alaska, January 6, 1993
On January 6, 1993, a Mitsubishi MU-2B-35, registered N900YH, was substantially damaged in an accident near Nome, Alaska. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
FUEL STARVATION DUE TO IMPROPER REFUELING PROCEDURES BY THE FBO PERSONNEL, INADEQUATE PREFLIGHT BY THE PILOT, AND RESULTANT ICE IN THE FUEL, WHICH BLOCKED FUEL FLOW TO THE ENGINES. A FACTOR WAS THE LACK OF SUITABLE TERRAIN FOR A FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 6, 1993
- Place
- Nome, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mitsubishi MU-2B-35 · all MU-2B-35s on the register
- Registration
- N900YH · no longer on the register · serial 584
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER MAKING A REFUELING STOP, THE PILOT TOOK OFF AT NIGHT & WAS CRUISING AT FLIGHT LEVEL 200. AFTER ABOUT 30 MINUTES OF FLIGHT, THE RIGHT ENGINE FUEL FILTER BYPASS WARNING LIGHT ILLUMINATED. ABOUT 2 MINUTES LATER, THE SAME WARNING LIGHT FOR THE LEFT ENGINE ILLUMINATED. SOON THEREAFTER THE RIGHT ENGINE, THEN THE LEFT ENGINE, LOST POWER. THE PILOT MADE A FORCED LANDING ON A MOVING ICE PACK IN THE BERING SEA, WHICH RESULTED IN SUBSTANTIAL DAMAGE. ICE WAS FOUND IN THE ENGINE & MAIN FUEL SCREENS. SIGNIFICANT AMOUNTS OF WATER AND/OR ICE WERE FOUND IN 3 TANKS, WHICH HAD BEEN REFUELED BEFORE TAKEOFF. A HIGHER THAN NORMAL AMOUNT OF WATER WAS ALSO FOUND IN THE FUEL SAMPLE TAKEN FROM THE NOZZLE OF THE REFUELING TANKER. THE FLIGHT MANUAL REQUIRED THAT AN APPROVED ICE INHIBITOR BE ADDED TO THE FUEL, IF NOT PREMIXED. FUEL AT THE REFUELING STOP WAS NOT PREMIXED & THE PILOT HAD NO ICING INHIBITOR (PRIST) WITH HIM ON THIS FLIGHT. HE DID NOT DRAIN FUEL FROM THE TANKS DURING PREFLIGHT, SINCE THE TEMPERATURE WAS SO COLD HE FEARED THE DRAIN MIGHT FREEZE OPEN.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 11,150 hours in all; 512 in this make and model; 280 in the last 90 days; 100 in the last 30 days; 11,150 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,725 hours
- Last inspection: approved inspection programme, September 10, 1992; 75 hours since
- Maximum gross weight: 10,800 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TPE331-6-252M (turboprop); 0 hours total
- Operator: Bering Air, INC.
The flight
- Departed from: BET Bethel AK at 11:28 pm
- Destination: AK
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 090° at 16 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 1,500 ft; scat at 400 ft
- Temperature: 28°F (-2°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 11:54 pm from OME, 18 miles away
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.
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.