Piper PA-22 accident near Gakona, Alaska, June 5, 2000
On June 5, 2000 at about 8:00 pm local time, a Piper PA-22, registered N1724P, was substantially damaged in an accident near Gakona, Alaska (Gulkana airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 2000 · about 8:00 pm local time
- Place
- Gakona, Alaska · Gulkana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22 · all PA-22s on the register
- Registration
- N1724P · registry record · serial 22-2514
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that immediately after takeoff, about 200 feet above the ground, the engine lost total power. He said he prepared to land on the highway, but the presence of an automobile made him land off the side of the road. The airplane went into a ditch, the right landing gear separated from the airplane, and the empennage and left horizontal stabilizer were damaged. Postaccident inspection by an Alaska State Trooper revealed fuel in both wing tanks. No anomalies were noted with the engine during a subsequent inspection by an FAA airworthiness inspector, and an independent mechanic. According to the FAA inspector, the pilot did not remember which fuel tank was selected during takeoff, but believed it was the right tank. There is a placard in the airplane which states 'Right tank only in level flight when less than 1/3 full.' During a telephone interview with the NTSB IIC, and in his NTSB Pilot/Operator report, the pilot stated he was positive that he took off with the fuel selector valve in the left tank position.
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: 130 hours in all; 57 in this make and model; 18 in the last 90 days; 10 in the last 30 days; 71 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,184 hours
- Last inspection: annual inspection, May 2, 2000; 14 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: GKN Gakona AK at 3:00 pm
- Destination: CZ0 Chistochina AK
- Flight plan: none
- Runway 14, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 6,500 ft
- Temperature: 64°F (18°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 2:55 pm from GKN, 2 miles away
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.
Other NTSB records under N1724P the same tail number, which may have belonged to a different aircraft at the time
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.