Piper PA-32-260 accident near Port Alsworth, Alaska, October 9, 2006
On October 9, 2006 at about 6:30 pm local time, a Piper PA-32-260, registered N996PK, was substantially damaged in an accident near Port Alsworth, Alaska (Port Alsworth airport). It was an other work-use flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for wind conditions, which resulted in a loss of control while maneuvering, and an in-flight collision with tree covered terrain. Factors associated with the accident are the pilot's inadequate evaluation of weather conditions, downdrafts, and mountainous/hilly terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 9, 2006 · about 6:30 pm local time
- Place
- Port Alsworth, Alaska · Port Alsworth · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N996PK · no longer on the register · serial 32-168
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated commercial pilot was departing on a cross-country other work use flight operated under Title 14, CFR Part 91, with a six passengers. Shortly after a takeoff to the north, the flight encountered moderate, sometimes severe turbulence, and the pilot elected to return to the departure airport by making a right turn, towards an area of mountainous terrain. During the turn, the wind increased significantly out of the northeast, and a series of strong downdrafts and associated windshear, pushed the airplane into the tree-covered terrain. During the impact, the left wing was severed from the fuselage, and the airplane pivoted 180 degrees, coming to rest in a nose high position. The airplane sustained substantial damage to the wings, fuselage, and empennage. The pilot said that there were no preimpact mechanical problems 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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,809 hours in all; 223 in this make and model; 20 in the last 90 days; 8 in the last 30 days; 1,738 as pilot in command; 198 on instruments
- Last flight review: January 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,685.3 hours
- Last inspection: annual inspection, November 1, 2005; 109.5 hours since
- Maximum gross weight: 3,400 lb
- Seats: 7
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: TPO Port Alsworth AK at 1:15 pm
- Destination: EII Egegik AK
- Flight plan: none
- Runway 5L, 3,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 16 knots
- Visibility: 25 statute miles
- Sky: broken clouds at 7,000 ft
- Temperature: 55°F (13°C), dew point 39°F (4°C)
- Altimeter: 28.94 inHg
- Observation at 1:50 pm from PALJ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 1 | 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.