Piper PA-32-300 accident near Kake, Alaska, June 25, 2002
On June 25, 2002 at about 7:45 pm local time, a Piper PA-32-300, registered N2947N, was substantially damaged in an accident near Kake, Alaska. It was flown under charter and air-taxi rules (Part 135). 3 people had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight separation of the upper engine cowling from the airplane. A factor contributing to the accident was the soft, sandy terrain of the landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 2002 · about 7:45 pm local time
- Place
- Kake, Alaska · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N2947N · no longer on the register · serial 32-7940225
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During a scheduled 14 CFR Part 135 commuter flight, an engine cowling latch disengaged in cruise flight, and the upper cowling opened and separated from the airplane. Wind passing over the open engine compartment extracted the engine oil dipstick, and oil siphoned from the dipstick tube covered the airplane's windscreen. The pilot declared an emergency, and was joined in-flight by a U. S. Coast Guard helicopter. The helicopter guided the airplane to a beach for an emergency landing. During the landing, the nose wheel of the airplane sank into the soft sand, and the nose gear collapsed, damaging the airplane's firewall. According to a report issued by the FAA aviation safety inspector, who inspected the accident airplane, the cowling latch receptacles displayed significant wear patterns.
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
- Ratings: single-engine land; instructor: airplane single-engine
- Flight time: 1,358 hours in all; 320 in this make and model; 239 in the last 90 days; 132 in the last 30 days; 1,262 as pilot in command; 644 on instruments
- Last flight review: March 15, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 8,965 hours
- Last inspection: approved inspection programme, June 23, 2002; 5.6 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
- Operator: L A B Flying Service INC
The flight
- Departed from: PAFE Kake AK at 2:29 pm
- Destination: PAPG Petersburg AK
Weather at the time
- Light: daylight
- Wind: from 170° at 8 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,400 ft
- Temperature: 57°F (14°C), dew point 50°F (10°C)
- Altimeter: 29.79 inHg
- Observation at 11:55 am from PAFE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 3 |
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 N2947N 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.