Beech D18S accident near Kodiak, Alaska, July 25, 1993
On July 25, 1993 at about 10:08 pm local time, a Beech D18S, registered N2053D, was substantially damaged in an accident near Kodiak, Alaska. It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S IMPROPER IN FLIGHT PLANNING/DECISION. A FACTOR WAS THE PARTIAL LOSS OF POWER ON ONE ENGINE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 1993 · about 10:08 pm local time
- Place
- Kodiak, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D18S · all D18Ss on the register
- Registration
- N2053D · no longer on the register · serial A-947
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THAT ABOUT 10 MINUTES AFTER TAKEOFF, AND WHILE CRUISING AT ABOUT 800 FEET AGL, THE RIGHT ENGINE OIL PRESSURE BEGAN DECREASING AND THE TEMPERATURE INCREASING. ABOUT 2 MINUTES LATER THE RIGHT ENGINE STARTED RUNNING ROUGH AND BACKFIRING, SO HE SHUT IT DOWN. MEANWHILE HE MISTAKENLY TURNED INTO A SMALL BAY INSTEAD OF TOWARD HIS DEPARTURE AIRPORT. BECAUSE OF THE HIGH TERRAIN AND HOUSES ON HIS LEFT HE ATTEMPTED A SLOW TURN TO THE RIGHT. WHEN THE AIRPLANE GOT INTO A LOW AIRSPEED BUFFET, AND THE PILOT THOUGHT IT WAS ABOUT TO GO INVERTED, HE CUT POWER ON THE LEFT ENGINE, LEVELED THE WINGS, AND DITCHED IN THE SHALLOW WATER NEAR THE SHORELINE. INVESTIGATION FOUND THAT DURING THE AFTER TAKEOFF GEAR RETRACTION THE RIGHT MAIN LANDING GEAR RETRACTION CHAIN BROKE AND PUNCTURED THE RIGHT ENGINE'S OIL TANK, WHICH ALLOWED ALL THE OIL TO DRAIN OUT. NO MECHANICAL PROBLEMS WERE FOUND WITH EITHER OF THE TWO ENGINES.
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: 17,000 hours in all; 1,800 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 10,000 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,400 hours
- Last inspection: annual inspection, July 23, 1993; 2 hours since
- Maximum gross weight: 9,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W R985-14B (piston); 0 hours total
The flight
- Departed from: ADQ at 4:42 pm
- Destination: 09AK Larsen Bay AK
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 190° at 8 knots, gusting 15
- Visibility: 15 statute miles
- Sky: scat at 5,500 ft
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 5:23 pm from ADQ, 7 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.
Other NTSB records under N2053D the same tail number, which may have belonged to a different aircraft at the time
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.