Cessna 180 accident near Pilot Point, Alaska, August 24, 2000
On August 24, 2000 at about 1:30 am local time, a Cessna 180, registered N4985A, was substantially damaged in an accident near Pilot Point, Alaska. It was a business flight under general aviation rules (Part 91). 3 people were killed and 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
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
- August 24, 2000 · about 1:30 am local time
- Place
- Pilot Point, Alaska · map
- Type
- Accident
- Injuries
- 3 people were killed and 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 180 · all 180s on the register
- Registration
- N4985A · no longer on the register · serial 32382
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial certificated pilot, an owner of a fishing lodge, departed a remote area of beach with three passengers to return to the lodge. The accident airplane was one of two airplanes transporting lodge guests. The beach was located along an area of coast on the south side of low mountains. The pilots of the two airplanes discussed several routes of travel to the lodge, located on the north side of the mountains. All of the routes necessitated traversing mountain passes of varying elevations. A scattered layer of low clouds partially obscured several mountain tops. The two pilots verbally agreed to head toward a pass that would require a longer flight, but would traverse lower terrain. After the two airplanes departed the beach, the pilot of the second airplane was initially leading the flight of two airplanes. After departure, the pilot of the first airplane reported that the most direct route through the mountains appeared to be open, and he elected to proceed toward the pass. The pilot of the second airplane then followed the first airplane by about 1/3 mile, and remained in radio contact with the first pilot. The two airplanes climbed to 3,000 feet msl, heading for the mountain pass. The second pilot said that 3,000 feet msl was the minimum altitude that he and the first pilot normally utilized to cross the pass. As the two airplanes proceeded northbound toward the pass, the pilot of the second airplane observed a solid layer of low clouds obscuring the pass, and he began to lose sight of the first airplane in clouds. He then lost sight of the first airplane, and began making a 180 degree turn to proceed toward lower terrain. The pilot of the first airplane radioed to the second pilot that he might want to turn around. The second pilot was already in a turn, and he asked the first pilot if he was turning around. The first pilot replied by stating, 'well, I'm kind of committed now.' That was the last radio contact with the pilot of the first airplane. The second pilot proceeded over lower terrain to the lodge. The first airplane was not there. The second pilot departed the lodge, searching for the first airplane. Near the mountains, the ceilings were about 900 feet overcast. The second pilot said he could hear an ELT signal near the mouth of a creek drainage. He could only get within about 5 miles of the pass. The accident airplane was reported overdue, but because of low clouds, a search helicopter was unable to reach the area of the mountain pass. The wreckage was spotted the following day, and two passengers in the rear seats were transported to medical facilities, but one passenger died before reaching a hospital.
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, private
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,532 hours in all; 3,327 as pilot in command; 70 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,227 hours
- Last inspection: annual inspection, June 10, 1999
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R13 (piston); 0 hours total
The flight
- Departed from: Amber Bay AK at 8:15 pm
- Destination: Painter Creek AK
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: overcast at 2,500 ft; not recorded
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.
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.