Nihon YS-11A accident near King Salmon, Alaska, February 16, 1982
On February 16, 1982 at about 1:05 pm local time, a Nihon YS-11A, registered N169RV, was substantially damaged in an accident near King Salmon, Alaska. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 3 people had minor injuries; 36 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 1982 · about 1:05 pm local time
- Place
- King Salmon, Alaska
- Type
- Accident
- Injuries
- 3 people had minor injuries; 36 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Nihon YS-11A
- Registration
- N169RV · registry record · serial 2169
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS ON A SCHEDULED FLT FROM ANCHORAGE TO COLD BAY, AK WITH INTERMEDIATE STOPS AT KING SALMON & DUTCH HARBOR, AK. EN ROUTE BETWEEN ANCHORAGE & KING SALMON, THE AIR TEMPS AT CRUISE ALTITUDE WERE BETWEEN -36 & -40 DEG FAHRENHEIT. WHILE ENTERING DONWND TO LND AT KING SALMON, THE BEFORE-LNDG CHECK WAS MADE WHICH INCLUDED TURNING OFF THE FUEL HEATERS.SHORTLY THEREAFTER, THE R ENGINE LOST PWR & WOULD NOT RESTART. THE R ENGINE WAS FEATHERED & SECURED. SOON AFTER THAT, WHILE TURNING TO FINAL APCH WITH THE GEAR DOWN, THE L ENGINE BEGAN LOSING PWR. THE CAPTAIN ELECTED TO LAND ON A FRZN RIVER & CALLED FOR THE GEAR TO BE RETRACTED. WHILE LNDG, THE ACFT TOUCHED DOWN BEFORE THE GEAR WAS FULLY RETRACTED. AN INVESTIGATION REVEALED ALL 3 TURBINE STAGES OF THE L ENGINE WERE DAMAGED FROM OVERHEATING, INDICATIVE TO EXCESS FUEL FLOW. EXCEPT FOR THE L ENGINE OVERHEATING, NO OTHER MECHANICAL DEFECTS WERE FOUND WITH EITHER ENGINE. HOWEVER, ENTRAINEDWATER (WTR IN SOLUTION) CAN OCCUR IN JET FUEL. WATER (29 TO 150 PPM) WAS FOUND IN FUEL SAMPLES. CONDS FOR ICE, PRESENT.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 11,589 hours in all; 4,177 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 4,395 hours
- Last inspection: inspection type not recorded; 87 hours since
- Maximum gross weight: 55,000 lb
- Seats: 56
- Landing gear: retractable
- Engine: Rolls-Royce 542-10K (turboprop); 0 hours total
- Fire in flight and on the ground
The flight
- Departed from: C Anchorage AK
- Destination: C Cold Bay AK
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 12 knots
- Visibility: 15 statute miles
- Sky: not recorded; scat at 5,000 ft
- Temperature: 59°F (15°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 3 | 33 |
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.