Cessna 180A accident near Arctic Village, Alaska, August 7, 2001
On August 7, 2001 at about 11:00 pm local time, a Cessna 180A, registered N81958, was substantially damaged in an accident near Arctic Village, Alaska. 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 improper use of carburetor heat during a go-around. Factors in the accident were carburetor icing conditions, and high vegetation in the landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2001 · about 11:00 pm local time
- Place
- Arctic Village, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180A · all 180As on the register
- Registration
- N81958 · no longer on the register · serial 32941
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport certificated pilot intended to fly to a remote river, but the intended route of flight was obscured by clouds over nearby mountain tops. The pilot said he decided to land toward the north on a gravel bar along the river. The landing area was about 800 feet long, and 100 feet wide. The pilot said he made three low passes over the gravel bar, and then began the landing approach. He said he applied engine carburetor heat when he was abeam the landing threshold. As the airplane descended toward the ground, the pilot noticed the gravel bar contained larger rocks than he liked. He began a go-around about 30 feet above the ground by applying full engine power. The pilot said the engine sputtered and the airplane settled onto the gravel. As the airplane touched down, the engine returned to full power. The airplane lifted off, but collided with willow bushes and nosed over. The pilot said he encountered continuous carburetor icing during the flight, and applied carburetor heat every few minutes.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,000 hours in all; 110 in this make and model; 300 in the last 90 days; 80 in the last 30 days; 2,000 as pilot in command; 1,410 on instruments
- Last flight review: July 10, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,744 hours
- Last inspection: annual inspection, September 21, 2000; 107 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: PAFA Fairbanks AK at 4:00 pm
- Destination: Arctic Village AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 360° at 5 knots, gusting 10
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 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.
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.