Cessna 185 and Bellanca 8GCBC mid-air collision near Tatitlek, Alaska, April 9, 1997
On April 9, 1997 at about 8:55 pm local time, 2 aircraft, Cessna 185 (N59AK) and Bellanca 8GCBC (N5025K), were involved in a mid-air collision near Tatitlek, Alaska. 2 people were killed; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The command pilots of both airplanes inadequate visual outlook which led to their failure to see and avoid each other's airplane. A factor associated with the accident was sunglare.
The command pilots of both airplanes inadequate visual outlook which led to their failure to see and avoid each other's airplane. A factor associated with the accident was sunglare.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 9, 1997 · about 8:55 pm local time
- Place
- Tatitlek, Alaska · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 185 · all 185s on the register
- Registration
- N59AK · registry record · serial 18503604
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
- Aircraft 2
- Bellanca 8GCBC · all 8GCBCs on the register
- Registration
- N5025K · registry record · serial 285-78
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 185 final · quoted from the NTSB record
The two airplanes collided while engaged in fish spotting in a rural area of Alaska. The pilot and observer of the Cessna 185, N59AK, said they were cruising over water at 2,000 feet msl in straight and level flight, about to exit a bay. They said they did not see the other airplane until an instant before impact, and that the Bellanca, N5025K, seemed to approach them from slightly below, and slightly to the right, or about their 1 o'clock position. The pilot related that he does not recall a conscious effort to avoid the collision, but that he probably 'instinctively' pulled back on the wheel. The Bellanca fell nearly straight into the sea. The Cessna pilot said the right float was slashed by the Bellanca's propeller. A portion of the Bellanca's right wing fuel tank was found imbedded in the right float of the Cessna. Both airplanes have high wings. The pilot of the Cessna said the weather was clear and sunny, with reflected sunglare from the water and snow covered mountains.
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 NTSB's narrative for the Bellanca 8GCBC final · quoted from the NTSB record
The two airplanes collided while engaged in fish spotting in a rural area of Alaska. The pilot and observer of the Cessna 185, N59AK, said they were cruising over water at 2,000 feet msl in straight and level flight, about to exit a bay. They said they did not see the other airplane until an instant before impact, and that the Bellanca, N5025K, seemed to approach them from slightly below, and slightly to the right, or about their 1 o'clock position. The pilot related that he does not recall a conscious effort to avoid the collision, but that he probably 'instinctively' pulled back on the wheel. The Bellanca fell nearly straight into the sea. The Cessna pilot said the right float was slashed by the Bellanca's propeller. A portion of the Bellanca's right wing fuel tank was found imbedded in the right float of the Cessna. Both airplanes have high wings. The pilot of the Cessna said the weather was clear and sunny, with reflected sunglare from the water and snow covered mountains.
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 for the Cessna 185 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 8,400 hours in all; 4,000 in this make and model; 50 in the last 90 days; 8,340 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,750 hours
- Last inspection: annual inspection, March 20, 1997; 35 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520-D30 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 80 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Bellanca 8GCBC 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: 9,850 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-C2E (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.