Cessna 185F accident near Sitka, Alaska, June 19, 1997
On June 19, 1997 at about 10:40 pm local time, a Cessna 185F, registered N60859, was substantially damaged in an accident near Sitka, Alaska. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot(s) to properly flare the airplane during a simulated forced landing. The excessive rate of descent on final approach was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 1997 · about 10:40 pm local time
- Place
- Sitka, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 185F · all 185Fs on the register
- Registration
- N60859 · no longer on the register · serial 18504064
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated commercial pilot (first pilot) was receiving training in preparation for a CFR Part 135 check ride in a float equipped airplane. The company's chief pilot (second pilot), was seated in the right front seat of the airplane. The second pilot briefed the first pilot about a training maneuver that was a simulated engine failure after takeoff from the water. After takeoff with 20 degrees of flaps selected, the second pilot pulled the engine throttle to idle about 60 to 100 feet above the water. The first pilot lowered the nose of the airplane and descended for landing. The first pilot landed the airplane on the water in a level attitude, but with an excessive rate of descent. The front float strut attach points separated from the fuselage, and the front of the fuselage pivoted downward, coming to rest on the front float spreader bar. The airplane received wrinkling damage to the fuselage aft of the float attach points.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 4,911 hours in all; 1,155 in this make and model; 40 in the last 90 days; 20 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 14,380 hours
- Last inspection: 100-hour inspection, June 11, 1997; 25 hours since
- Maximum gross weight: 3,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520-D27B (piston); 0 hours total
The flight
- Departed from: SIT at 4:30 pm
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 135° at 5 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 4,000 ft; not recorded
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.
Other NTSB records under N60859 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.