Piper PA-31-350 accident near Eek, Alaska, May 8, 2010
On May 8, 2010 at about 3:15 am local time, a Piper PA-31-350, registered N77HV, was substantially damaged in an accident during enroute (cruise) near Eek, Alaska. It was a positioning flight under general aviation rules (Part 91). 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
An in-flight collisions with two Cackling Geese (Branta Hutchinsii).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 8, 2010 · about 3:15 am local time
- Place
- Eek, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N77HV · no longer on the register · serial 318152193
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was on a Title 14, Code of Federal Regulations Part 91, positioning flight. The pilot said that he was in cruise flight when the airplane struck two geese. One goose penetrated the right-side windscreen and came to rest at the rear of the passenger cabin; the second goose impacted the leading edge of the right wing. The pilot said that there were no mechanical problems with the airplane prior to the accident. The windscreen and right wing were structurally damaged by impact with the birds. The birds were identified as Cackling Geese (Branta Hutchinsii).
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
What happened, in order
- Birdstrike during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Aircraft structures › Windows › windshield system › Flight compartment windows › Damaged/degraded
- Aircraft › Aircraft structures › Wing structure › Flight surfaces (wing) › Damaged/degraded
- cause Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Contributed to outcome
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,022 hours in all; 1,650 in this make and model; 190 in the last 90 days; 71 in the last 30 days; 3,900 as pilot in command; 820 on instruments
- Last flight review: May 9, 2010
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,431 hours
- Last inspection: approved inspection programme, November 2, 2009
- Maximum gross weight: 7,368 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Lycoming TIO-540 SER (piston); 0 hours total
- Engine 2: Lycoming TI0-540 SER (piston); 0 hours total
- Operator: Grant Aviation INC
The flight
- Departed from: EEK Eek AK at 8:31 pm
- Destination: BET Bethel AK
Weather at the time
- Light: daylight
- Wind: from 360° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 30.39 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.