Cessna TU206 accident near Talkeetna, Alaska, June 30, 1999
On June 30, 1999, a Cessna TU206, registered N126KT, was substantially damaged in an accident near Talkeetna, Alaska. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot not following emergency procedures, and improper use of the electric fuel boost pump, while attempting to restart the engine in flight. A factor associated with this accident was the inadequate fuel consumption calculations by the pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 1999
- Place
- Talkeetna, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TU206 · all TU206s on the register
- Registration
- N126KT · no longer on the register · serial U20604967
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
In cruise flight, about 2,000 feet above ground level, the pilot noticed fuel flow fluctuations, followed by a total loss of engine power. He switched fuel tanks, and placed the mixture control to the FULL RICH position. The pilot kept the electric fuel pump activated, alternately placing the fuel boost pump switch in the HIGH position, and then the LOW position. The pilot described the engine as alternately running for a few seconds, then losing power. He determined the airplane would not reach the airport, so he performed a forced landing on an off airport gravel bar. Postaccident inspection revealed the right fuel tank was empty, and the left fuel tank contained about 25 gallons of fuel. The engine was started and operated normally. The Cessna U206 pilot operating manual states: 'To ensure a prompt engine restart in-flight after running a fuel tank dry, immediately switch to the tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the ON position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the ON position at high altitude and full rich mixture can cause flooding of the engine as indicated by a short (1 to 2 seconds) period of power followed by a loss of power. This can be detected by a fuel flow indication accompanied by a lack of power. If flooding does occur, turn off the auxiliary fuel pump switch, and normal propeller windmilling should start the engine in 1 to 2 seconds.'
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: single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,763 hours in all; 139 in this make and model; 179 in the last 90 days; 104 in the last 30 days; 2,708 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,460 hours
- Last inspection: 100-hour inspection, May 7, 1999; 73 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental TSIO-520-M7 (piston); 0 hours total
- Operator: K2 Adventures, INC.
The flight
- Departed from: TKA AK at 6:00 pm
- Destination: TKA
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from TKA, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.