Aero Commander 100 accident near Manokotak, Alaska, February 8, 2007
On February 8, 2007 at about 10:10 pm local time, a Aero Commander 100, registered N3889X, was substantially damaged in an accident near Manokotak, Alaska. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's continued VFR cruise flight into instrument meteorological conditions, which resulted in an in-flight collision with terrain. Factors associated with the accident were fog, low ceilings, snow showers, and snow-covered terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2007 · about 10:10 pm local time
- Place
- Manokotak, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aero Commander 100 · all 100s on the register
- Registration
- N3889X · no longer on the register · serial 194
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was conducting a Title 14, CFR Part 91 personal flight between two remote communities with one passenger. The pilot said that as the flight arrived in an area of a 650-foot elevation mountain pass, weather conditions consisted of low ceilings, fog, and light snow showers, which made it difficult to discern topographical features on the snow-covered terrain. The airplane entered the pass, and the pilot stated he initiated a climb to 700 feet msl in order to fly over the summit of the pass. As the airplane neared the saddle of the pass, weather conditions worsened, and he said he lost all visual reference with the terrain below. He reported that he thought he was through the pass, and had started a gradual descent, when he caught a quick glimpse of terrain and attempted to climb. The airplane subsequently collided with the snow-covered saddle of the pass, nosed over, and slid down the back side of the pass. The airplane continued to slide for about 1,200 feet, and came to rest in the valley floor below. Neither the pilot nor the passenger reported any injuries. The pilot reported 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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 5,060 hours in all; 24 in this make and model; 24 in the last 90 days; 13 in the last 30 days; 5,060 as pilot in command
- Last flight review: July 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,701 hours
- Last inspection: annual inspection, December 1, 2006; 23 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: TOG Togiak Village AK at 9:45 pm
- Destination: DLG Dillingham AK
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: dusk
- Visibility: 0 statute miles
- Temperature: 28°F (-2°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.