Cessna 172 accident near Kipnuk, Alaska, January 23, 2001
On January 23, 2001 at about 5:30 pm local time, a Cessna 172, registered N737CU, was substantially damaged in an accident near Kipnuk, Alaska (Kipnuk airport). It was a public-use flight under general aviation rules (Part 91). No one was hurt; 2 people were 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 a crosswind during the landing roll. Factors in the accident were the presence of a crosswind, an icy runway and snow covered terrain, the pilot's inadequate preflight planning/preparation, and an inaccurate wind direction indicator.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 23, 2001 · about 5:30 pm local time
- Place
- Kipnuk, Alaska · Kipnuk · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N737CU · no longer on the register · serial 17269321
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private certificated pilot/owner was landing at a remote airport. The purpose of the flight was to work on the FAA's VOR building at the destination airport. The pilot is an employee of the FAA's Airways Facilities Branch. The pilot said that his check of weather conditions included a wind report of 060 degrees at eight knots. Upon arrival over the airport, the pilot said he visually checked the wind sock at the airport. The wind sock frame appeared to be oriented about 150 degrees, but the tail of the sock was blowing at an angle. The wind appeared to be 060 degrees at 10 knots, with gusts to 15 knots. The pilot landed on runway 33, touching down at the approach end of the runway. The runway surface was icy, and about 300 feet after touchdown, the airplane was blown to the left. The pilot was unable to correct the left drift, and the airplane departed the left side of the runway, into an area of soft snow. The airplane nosed over, and received damage to the wings and vertical stabilizer. The remarks section of the airport facility directory/Alaska supplement notes that the airport is unattended, the runway condition is not monitored, the airport has frequent crosswinds, and the windsock at the south end of the airport is damaged, and not functioning properly.
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: 128 hours in all; 126 in this make and model; 82 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 988 hours
- Last inspection: annual inspection, August 9, 2000; 80 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
- Operator: Federal Aviation Administration
The flight
- Departed from: PABE Bethel AK at 4:30 pm
- Destination: PAKI Kipnuk AK
- Flight plan: none
- Runway 33, 2,120 ft by 35 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 8 knots, gusting 15
- Visibility: 10 statute miles
- Sky: overcast at 4,500 ft
- Temperature: 19°F (-7°C), dew point 0°F (-18°C)
- Altimeter: 29.44 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.