Cessna 170B accident near Sand Point, Alaska, June 4, 2001
On June 4, 2001 at about 2:30 am local time, a Cessna 170B, registered N4659C, was substantially damaged in an accident near Sand Point, Alaska (Sandy River Lodge Airstrip airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for wind conditions while on approach, and the inadvertent stall of the airplane while attempting a go-around. A factor associated with the accident was a crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 4, 2001 · about 2:30 am local time
- Place
- Sand Point, Alaska · Sandy River Lodge Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170B · all 170Bs on the register
- Registration
- N4659C · registry record · serial 25603
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated private pilot reported to the NTSB that while on approach to landing to the west, he encountered winds estimated to be from 220 degrees at 20 knots with gusts to 25 knots, which required a left crosswind correction. He said as the airplane continued on the approach, he inadvertently allowed the airplane to fly further down the runway than anticipated, so he applied full engine power to go-around. He said that during the go-around attempt, a very strong gust of wind pushed the airplane to the right, and the airplane's airspeed rapidly diminished. The nose of the airplane continued to the right, and the right wing stalled. The right wing and right main wheel struck the ground, and the right main landing gear collapsed. The airplane sustained substantial damage to the fuselage, and right wing.
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; single-engine sea
- Flight time: 1,000 hours in all; 675 in this make and model; 60 in the last 90 days; 25 in the last 30 days; 850 as pilot in command
- Last flight review: August 1, 1999
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,000 hours
- Last inspection: annual inspection, July 24, 2000; 190 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: AKN King Salmon AK at 7:10 pm
- Destination: SDP Sand Point AK
- Flight plan: VFR
- Runway 27, 1,400 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 20 knots, gusting 25
- Visibility: 40 statute miles
- Sky: overcast at 1,200 ft
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
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 N4659C 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.