Swearingen SA227 incident near King Salmon, Alaska, November 30, 1993
On November 30, 1993 at about 10:58 pm local time, a Swearingen SA227, registered N630PA, suffered minor damage in an incident near King Salmon, Alaska (King Salmon airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 11 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND DID NOT MAINTAIN CONTROL OF THE AIRPLANE AND DID NOT PERFORM THE APPROPRIATE PROCEDURES FOR AN ABORTED TAKEOFF. A FACTOR IN THE INCIDENT WAS THE ASYMMETRY IN POWER BETWEEN THE PLANE'S TWO ENGINES FOR UNDETERMINED REASONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 1993 · about 10:58 pm local time
- Place
- King Salmon, Alaska · King Salmon · map
- Type
- Incident
- Injuries
- No one was hurt; 11 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Swearingen SA227 · all SA227s on the register
- Registration
- N630PA · no longer on the register · serial AC463
- Damage
- Minor 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 AIRPLANE BEGAN TO DIVERGE TO THE RIGHT OF THE RUNWAY CENTERLINE DURING THE INITIAL TAKEOFF RUN AT A GROUND SPEED OF BETWEEN 20 AND 30 KNOTS. THE PILOT-IN-COMMAND (PIC) GLANCED AT THE ENGINE INSTRUMENTS AND OBSERVED AN ASYMMETRY IN TORQUE BETWEEN THE PLANE'S TWO ENGINES. THE PIC REPORTED THAT IN HIS HASTE TO ACCOMPLISH THE ABORT, HE WAS NOT ABLE TO GET THE LEFT POWER LEVER BACK TO THE GROUND IDLE POSITION PRIOR TO THE IMPACT WITH THE NORTHWEST ARRESTING BARRIER PIT. THE PIC SAID THAT HE DEPRESSED THE NOSE WHEEL STEERING BUTTON BUT DID NOT PUSH THE BUTTON ON THE ENGINE POWER LEVER TO ENGAGE THE NOSE WHEEL STEERING. THE REASON FOR THE DELAYED OR DECREASED TORQUE FROM THE NO. 2 ENGINE COULD NOT BE CONCLUSIVELY DETERMINED.
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, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 9,015 hours in all; 3,762 in this make and model; 387 in the last 90 days; 101 in the last 30 days; 3,295 as pilot in command; 1,160 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 22,287 hours
- Last inspection: continuous airworthiness programme, November 18, 1993; 59 hours since
- Maximum gross weight: 14,500 lb
- Seats: 18
- Landing gear: retractable
- Engine: Garrett TPE331-11 (turboprop); 0 hours total
The flight
- Destination: ANC Anchorage AK
- Flight plan: IFR
- Runway 11, 8,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 070° at 7 knots
- Visibility: 20 statute miles
- Sky: scat at 4,000 ft
- Temperature: 36°F (2°C), dew point 28°F (-2°C)
- Altimeter: 28.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 9 |
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.