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N121KT now with longer snout, at Talkeetna - PAKT.
Photo: Anton Heumaan © July 2022 - Aird Archives
N121KT April at Anchorage.
Photo: Ben Cogger © 05 April 2016
N121KT at Talkeetna.
Photo: Keith Burton © 21 June 2011
Photo: Unknown photographer © Date unknown - Aird Archives
Photo: Robbie Shaw © May 2006
Photos: Neil Aird © 13 September 2003
Photo: Oscar Bernadi © 07 August 2003
Photo: Danny Williamson © May 2002
N692F at Lake Hood.
Photos: Neil Aird © 12 September 1995
N692F on early Tundra Tires.
Photo: Ruben Husberg © 20 May 1992
N692F of HARBOR AIR, in a light drizzle.
Photo: John Kimberley © July 1990 - Aird Archives
N67692 when based at Homer, Alaska.
Photos: Kenneth I. Swartz © May 1987
58-2074 at scenic San Francisco.
Sporting 6th Army Fort Ord tail badge.
Photo: Unknown photographer © Defense Visual Information Centre (DA-SC-99-04702)


56-2074 • N67692 • N692F



58-2074 US Army # 1955. L-20 No. 956. Command A-16. Delivered 08-Dec-1959. Built as L-20A and re-designated U-6A in 1962.

58-2074 Stored at MASDC., Davis Monthan AFB., AZ. 29-Mar-1972 to 26-Feb-1976. PCN (Product Control Number) HS142.

Note: Purchased by McKinney at the Davis Monthan auction sale on 29-Jan-1976.for $27,000US. Purchased on the basis of ”no reasonable potential for normal certification”. Total time 5,416.0 hours., engine hrs. unknown. Comment at time of auction: standard cylinders, oil cooler loose, incomplete and average condition.

N67692 J. C. McKinney, Titusville, PA. Regd 26-Feb-1976.

N67692 Harbor Air Service, Seward, AK. Regd May-1979.

N692F Trail Lake Flying Service Inc / Harbor Air, Seward, AK. On USCAR 02-Mar-1990. Regd May-1992.

N692F Clifford R. Merchant, Anchorage, AK. Regd 06-May-1992. On USCAR atDec-1995.

Airworthiness cert: 27-Jun-1995. Classification - Experimental. Category – Research & Development.

N121KT Rustair Inc., (Rust’s Flying Service. Anchorage, AK), dba K2 Aviation . Regd 19-Aug-1998. Poss based at Talkeetna, AK. Circa  Dec-2011.

Accident: Talkeetna AK. On 13-Jun-2012, about 1915 AK daylight time the aircraft sustained substantial damage during a forced landing, following a loss of engine power after takeoff from the Talkeetna Airport (PATK), Talkeetna, AK. The certificated commercial pilot, and six passengers were not injured. The airplane was registered to, and operated by Rusts Flying Service, doing business as K2 Aviation, under the provisions of Title 14 Code of Federal regulations Part 135, as a visual flight rules (VFR) sightseeing flight. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The pilot reported that he had departed runway 18, at Talkeetna, on a scenic tour flight, and had reduced power to a cruise climb setting. At approximately 1200 feet above the ground, the engine began to run rough, and lose power. The pilot turned back toward Talkeetna, and performed emergency procedures to restore power. The engine continued to run rough at reduced power, and the pilot could not maintain altitude, followed by a total loss of engine power. He made a forced landing to a sand bar on the Chulitna River. On landing the airplane bounced over logs and ditches, and sustained substantial damage to the horizontal stabilizer, elevators, empennage, and main landing gear. After the aircraft was recovered, a Federal Aviation Administration (FAA) inspector from the Anchorage Flight Standards District Office (FSDO), examined the airplane in Talkeetna, on June 14. The inspector reported that the number two cylinder head had cracks radiating from the spark plug hole throughout the cylinder head, and it had begun to separate from the cylinder base.

Total hours at Jun-2012. 14,901 hours.

Accident: Finger Lake, nr Palmer, AK, 16-Dec-2012. The pilot reported that when he departed, about 50 minutes before the accident, the wind was “lightout of the north, northwest." As he continued the flight, the wind became variable southwest to northeast. Once he reached his destination, an off-airport snow-covered site, landing the wheel/ski-equipped airplane required a correction for a right quartering headwind that was gusting 20 to 25 knots. During the approach, about 20 to 25 feet above the site, the wind shifted to a tailwind. The airplane landed hard in a three-point attitude. A postaccident inspection of the airplane revealed structural damage to the empennage. There were no reported preaccident malfunctions or failures with the airplane that would have precluded normal operation. The airplane landed hard in a three point attitude.