Cessna U206G accident near Halibut Cove, Alaska, August 12, 1997
On August 12, 1997 at about 1:00 am local time, a Cessna U206G, registered N756AD, was destroyed in an accident near Halibut Cove, Alaska. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper evaluation of the weather conditions which led the pilot to maneuver within the confines of the lake to avoid surrounding terrain and a subsequent inadvertent stall. Factors were the terrain-induced turbulence and gusts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1997 · about 1:00 am local time
- Place
- Halibut Cove, Alaska · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N756AD · no longer on the register · serial U2063928
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The float-equipped airplane departed from water into gusting winds downwind of high, steep terrain. Witnesses said the airplane did not climb above 200 feet agl, which was insufficient to clear terrain at the upwind end of the lake. The airplane entered a steep left bank and turned within the confines of the upwind end of the lake. This turn was in a downwind direction, directly downwind of a 2,600-foot high peak. The airplane abruptly pitched nose down, impacted the water in a vertical attitude, and immediately sank. Postaccident inspection disclosed the flaps were extended to 25 degrees. The propeller separated from its mounting studs, leaving metal deposited in the majority of threads. No evidence of preimpact mechanical anomalies was discovered with the airplane. An air taxi pilot who arrived at the lake immediately after the accident reported gusts and turbulence too strong to attempt to land. He reported winds at the lake as 30 knots, stronger above, with gusts visible on the water.
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: commercial pilot, foreign licence, private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 800 hours in all; 180 in this make and model; 125 in the last 90 days; 37 in the last 30 days; 615 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,490 hours
- Last inspection: annual inspection, June 3, 1997; 57 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520F62B (piston); 0 hours total
The flight
- Departed from: Leisure Lake AK at 7:55 pm
- Destination: AK
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 20 knots, gusting 30
- Visibility: 30 statute miles
- Sky: broken clouds at 4,000 ft; scat at 3,000 ft
- Temperature: 64°F (18°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.