Cessna A185F accident near Soldotna, Alaska, June 5, 1999
On June 5, 1999 at about 6:35 pm local time, a Cessna A185F, registered N61609, was substantially damaged in an accident near Soldotna, Alaska (Longmare Lake airport). It was a business flight under general aviation rules (Part 91). 1 person was killed; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper recovery from a bounced water landing by the pilot. Factors associated with this accident were the pilot's failure to release his seatbelt due to the obstructed location of the pilot's seatbelt buckle.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 1999 · about 6:35 pm local time
- Place
- Soldotna, Alaska · Longmare Lake · map
- Type
- Accident
- Injuries
- 1 person was killed; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185F · all A185Fs on the register
- Registration
- N61609 · registry record · serial 18504235
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was landing the float equipped airplane on choppy water with a left-quartering headwind of 10 knots. The airplane landed hard on the left float, bounced into the air, and landed on the right float. The right wing contacted the water, and the airplane nosed over, coming to rest with the left wing submerged and the right wing pointed into the air. The three passengers on board released their seatbelts, and exited the right cabin door. Both the pilot and the right-front seat passenger were unable to locate, release, or cut the pilot's seatbelt. The pilot was described by one passenger as 'awake, and alert, and fully cognizant of the situation; able to cooperate but unable to complete the task for whatever reason.' The airplane slowly rolled inverted and remained afloat. The passengers, and a rescuer from shore, were unable to open the pilot's locked door, or remain submerged in the 40 degree Fahrenheit water. The diver who removed the pilot told the NTSB investigator-in-charge that when he released the pilot's seatbelt, the pilot was removed without difficulty. Postaccident inspection by the IIC revealed that once unlocked, the door could be opened normally. Reaching the pilot's door handle required the occupant to twist his torso to the left, and reach behind his shoulder. The pilot's seatbelt release buckle could be opened with one hand and less than 10 pounds of force. The pilot's buckle was located aft of his left hip, and sandwiched between the left door and the seat. With the door closed, the seatbelt buckle was masked under the door armrest. The Cessna inertial reel, seatbelt/shoulder harness assembly was installed according to the manufacturer's specifications. FAA Advisory Circular AC-21-34 states in part: 'A proper installation geometry for the diagonal shoulder harness positions the shoulder belt so that it passes over the midpoint of the shoulder, with the lower end fastened well to the side of the occupant's hip.' Toxicology tests revealed the presence of phentermine, a prescription stimulant, similar to amphetamines, was present in the pilot's blood and urine. No record of a prescription was found. The pilot was a pharmacist. The Physician's Desk Reference contains the following contraindications regarding phentermine: '...agitated states...phentermine hydrochloride may impair the ability of the patient to engage in potentially hazardous activities such as operating a motor vehicle; ...Caution is to be exercised in prescribing...for patients with even mild hypertension.'
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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 2,156 hours in all; 80 in this make and model; 15 in the last 90 days; 2 in the last 30 days; 2,100 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,960 hours
- Last inspection: annual inspection, May 28, 1999; 1 hours since
- Maximum gross weight: 3,320 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-550-D3B (piston); 0 hours total
The flight
- Departed from: Campbell Lake AK at 1:00 pm
- Destination: Longmare Lake AK
- Flight plan: none
- Runway 35, 5,000 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 1:35 pm from ODT, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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 N61609 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.