Piper PA-31-350 accident near Utopia, Alaska, December 15, 2004
On December 15, 2004 at about 3:15 pm local time, a Piper PA-31-350, registered N792FC, was substantially damaged in an accident near Utopia, Alaska (Indian Mountain Airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's misjudged distance/speed while on final approach to land, which resulted in an overrun during the landing roll. Factors associated with the accident are the pilot's inadequate weather evaluation, and a gusty tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 2004 · about 3:15 pm local time
- Place
- Utopia, Alaska · Indian Mountain Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N792FC · no longer on the register · serial 31-7552108
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was landing a twin engine airplane to the west on a 4,100 foot long, snow-covered gravel runway. The airport is surrounded by mountains, except to the east, requiring that arriving aircraft use the westerly runway, and departing aircraft use the easterly runway. Prior to landing, the pilot reported winds to be out of the east at 17 knots, with peak gusts to 29 knots. In an attempt to avoid turbulence while on approach, he selected a touchdown point that was about midpoint on the runway. Just before touchdown, a strong gust of wind lifted the airplane, and carried it further down the runway than the anticipated touchdown point. Without room to complete a successful go-around, the pilot landed the airplane on the remaining runway, and applied heavy braking action. The airplane overran the end of the runway, and struck a snow bank, sustaining structural damage to the fuselage. The pilot noted that there were no preaccident mechanical anomalies with the airplane.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,887 hours in all; 3,428 in this make and model; 245 in the last 90 days; 53 in the last 30 days; 6,783 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 25,732.5 hours
- Last inspection: approved inspection programme, December 1, 2004; 22.8 hours since
- Maximum gross weight: 7,368 lb
- Seats: 8
- Landing gear: retractable
- Engine: Continental IO-540-J2BD (piston); 0 hours total
- Operator: Warbelows Air Ventures INC
The flight
- Departed from: FAI Fairbanks AK at 2:06 pm
- Destination: UTO Utopia AK
- Flight plan: VFR
- Runway 24, 4,100 ft by 120 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 17 knots, gusting 29
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.