Piper PA-32-260 accident near Larson Bay, Alaska, December 12, 2003
On December 12, 2003 at about 5:00 pm local time, a Piper PA-32-260, registered N3983W, was substantially damaged in an accident near Larson Bay, Alaska. It was flown under charter and air-taxi rules (Part 135). 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 loss of engine power for an unknown reason while maneuvering, which resulted in the pilot ditching the airplane. Factors contributing to the accident were a low ceiling and a snow squall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 12, 2003 · about 5:00 pm local time
- Place
- Larson Bay, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N3983W · no longer on the register · serial 32-953
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The cargo flight departed with 64 gallons of fuel onboard, using the right main tank (approximately 15 gallons) for the first leg of the approximately 170 mile round trip with two intermediate stops. The pilot said about 30 minutes into the flight, about 5 miles south of the first airport of intended landing, he flew into a snow squall, and descended to 500' msl over the bay to maintain visual reference to the ground. He initiated a steep 180 degree left turn because of rising terrain ahead, and during the turn, the engine lost all power. He said he rolled out on the reverse heading, switched fuel tanks, and unsuccessfully attempted to restart the engine. The pilot subsequently ditched the airplane in the relatively calm water of a cove. The crew of a fishing boat who witnessed the ditching picked up the pilot. The airplane was subsequently recovered, and the engine successfully run by maintenance personnel.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,203 hours in all; 1,257 in this make and model; 162 in the last 90 days; 43 in the last 30 days; 3,019 as pilot in command; 152 on instruments
- Last flight review: May 3, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,989 hours
- Last inspection: 100-hour inspection, December 1, 2003; 15.5 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540 E4B5 (piston); 0 hours total
- Operator: Island Air Service
The flight
- Departed from: PADQ Kodiak AK at 4:30 pm
- Destination: 2A3 Larson Bay AK
Weather at the time
- Light: daylight
- Visibility: 2 statute miles
- Sky: overcast at 2,000 ft; clear
- Temperature: 32°F (0°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.