Cessna 170A accident near Chickaloon, Alaska, August 29, 2001
On August 29, 2001 at about 4:00 am local time, a Cessna 170A, registered N9791A, was substantially damaged in an accident near Chickaloon, Alaska (Farrar'S Airstrip airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delay in aborting the takeoff. Factors in the accident were the presence of trees at the end of the departure path, and the pilot's improper use of the carburetor heat control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 29, 2001 · about 4:00 am local time
- Place
- Chickaloon, Alaska · Farrar'S Airstrip · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170A · all 170As on the register
- Registration
- N9791A · no longer on the register · serial 19252
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial certificated pilot was departing his private airstrip on runway 24. The airstrip is 2,200 feet long, and is located at 1,875 feet msl. In a telephone conversation with the NTSB IIC, the pilot said he added full engine power, and pushed the carburetor heat control off when he began the takeoff run. The airplane lifted off to about 20 feet agl near the departure end of the runway. The pilot said the airplane did not seem to be climbing and he aborted the takeoff by closing the engine throttle and intentionally stalling the airplane into trees at the departure end of the runway. The airplane received damage to the wings, fuselage, and landing gear. The pilot said the weather conditions at the time of the accident were broken clouds about 6,000 feet; unlimited visibility; temperature about 62 degrees F; and light wind from 240 degrees. In the narrative portion of the NTSB Pilot/Operator Report submitted by the pilot, the pilot said the "carburetor heat control was out (heat was on)."
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: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 2,500 hours in all; 2,000 in this make and model; 63 in the last 90 days; 20 in the last 30 days; 2,400 as pilot in command
- Last flight review: June 4, 2001
- Medical certificate: Class 2 (invalid medical for flight)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,521 hours
- Last inspection: annual inspection, June 9, 2001; 63 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300 (piston); 0 hours total
The flight
- Departed from: Chickaloon AK at 11:00 pm
- Destination: PANC Anchorage AK
- Flight plan: none
- Runway 24, 2,200 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft
- Temperature: 63°F (17°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.