Amateur-built DHC-2 MARK 1 accident near Port Blakely, Washington, October 1, 1999
On October 1, 1999 at about 9:45 pm local time, a amateur-built DHC-2 MARK 1, registered N9766Z, was substantially damaged in an accident near Port Blakely, Washington. It was a flight of an unrecorded kind under general aviation rules (Part 91). 5 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's failure to maintain adequate clearance from trees/terrain. Contributing factors were rising terrain and trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 1999 · about 9:45 pm local time
- Place
- Port Blakely, Washington · map
- Type
- Accident
- Injuries
- 5 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-2 MARK 1 DHC-2 MARK
- Registration
- N9766Z · registry record · serial 504
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command (PIC) departed Lake Union seaplane base with four British Broadcasting Company passengers aboard the DeHavilland DHC-2 'Beaver.' The passengers were engaged in aerial videography of an east/west geological fault line crossing from south Seattle through Blakely Harbor near the south end of Bainbridge Island. An onboard video recorder captured a voice instructing 'Keep as low as you can and slow as you can while we're doing this please... .' The PIC's first pass over the south end of Bainbridge Island was uneventful and the aircraft was maneuvered for a second pass. The PIC reported that approaching the upsloping, tree covered terrain he applied climb flaps and power but shortly thereafter realized the climb rate was less than he expected. He attempted a shallow left turn towards downsloping terrain and then leveled the wings as the aircraft descended into the treetops. The scenario was corroborated by two onboard video recordings. The pilot reported no powerplant or control system malfunction during the accident flight. He also reported encountering a downdraft condition over the tree covered terrain. Winds remained below 12 knots throughout the day at reporting stations near the accident site, and the video recordings showed no wind streaking and only sporadic whitecaps on the surface of Puget Sound during the transit from Seattle to the south end of Bainbridge Island.
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: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,829 hours in all; 240 in this make and model; 300 in the last 90 days; 88 in the last 30 days; 1,782 as pilot in command; 1,042 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 30,792 hours
- Last inspection: 100-hour inspection, September 16, 1999; 48 hours since
- Maximum gross weight: 5,370 lb
- Seats: 8
- Landing gear: fixed
- Engine: P&W R-985-AN1 (piston); 0 hours total
The flight
- Departed from: 0W0 Seattle WA at 9:05 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from SEA, 11 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.