Piper PA-20 accident near Bethel, Alaska, November 3, 2003
On November 3, 2003 at about 1:00 am local time, a Piper PA-20, registered N1486A, was substantially damaged in an accident near Bethel, Alaska. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delayed application of carburetor heat, which resulted in a loss of engine power, and subsequent forced landing. Factors associated with the accident were weather conditions conducive to carburetor icing, and the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 3, 2003 · about 1:00 am local time
- Place
- Bethel, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-20 · all PA-20s on the register
- Registration
- N1486A · no longer on the register · serial 20-839
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was flying over mountainous terrain when he noted a rough running engine and a slight reduction in engine rpm. He applied full carburetor heat, which was followed by a rapid loss of engine power, and subsequent loss of altitude. Unable to restore adequate engine power to maintain level flight, the pilot selected an uphill portion of a mountainside as a forced landing site. During touchdown on the soft, tundra-covered terrain, the left main landing gear collapsed, and the left wing struck the ground. The airplane sustained structural damage to the left wing and fuselage. The pilot said that weather conditions at the time of the accident were, in part: Visibility, 10 statute miles in light rain and mist; clouds and sky condition, 3,000 feet overcast; temperature, 40 degrees F. The pilot reported that there were no preaccident mechanical anomalies with the airplane, and that the loss of engine power was due to carburetor icing.
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; instrument: airplane
- Flight time: 1,162 hours in all; 60 in this make and model; 173 in the last 90 days; 60 in the last 30 days; 1,109 as pilot in command; 7 on instruments
- Last flight review: November 24, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,317 hours
- Last inspection: annual inspection, June 13, 2003; 100 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D (piston); 0 hours total
The flight
- Departed from: AKI Aniak AK at 6:45 pm
- Destination: AKI Aniak AK
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 3,000 ft
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
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.