Stinson 108-2 accident near Kenai, Alaska, April 14, 1999
On April 14, 1999 at about 1:00 am local time, a Stinson 108-2, registered N221C, was substantially damaged in an accident near Kenai, Alaska. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for wind conditions. A factor associated with the accident was high winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 14, 1999 · about 1:00 am local time
- Place
- Kenai, Alaska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-2 · all 108-2s on the register
- Registration
- N221C · registry record · serial 108-3221
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot departed from the Birchwood Airport, Birchwood, Alaska, about 0930, en route to Port Alsworth via the Lake Clark pass. He said that prior to departing for the return trip, he requested a weather report from two pilots who had just traveled through Lake Clark pass. Both pilots reported that the weather in the pass was good, and that the pass appeared to be open. As the pilot proceeded through the pass and approached the pass exit, he encountered light snow showers, and strong winds. He said that the wind, in excess of 45 knots, made control of the airplane difficult, and he elected to make a precautionary landing in a clearing. He said that as the airplane descended to about 600 feet above the landing area, with full left rudder and full left aileron applied, he was unable to turn the airplane to the left. He then applied right aileron while still applying full left rudder. The next thing the pilot recalls is regaining consciousness after the accident, while laying outside the airplane. The pilot stated: 'There was nothing wrong with the airplane, it was just pilot error.' The airplane collided with snow covered terrain and sustained substantial damage to the wings, and fuselage.
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
- Flight time: 115 hours in all; 115 in this make and model; 31 in the last 90 days; 31 in the last 30 days; 115 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,343 hours
- Last inspection: annual inspection, March 27, 1999; 7 hours since
- Maximum gross weight: 2,470 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4165B3-3191 (piston); 0 hours total
The flight
- Departed from: Port Alsworth AK at 7:30 pm
- Destination: BCV Birchwood AK
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 45 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 10,000 ft; not recorded
- Temperature: 12°F (-11°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.