Cessna 180J accident near Kakhonak, Alaska, July 12, 2010
On July 12, 2010 at about 10:00 pm local time, a Cessna 180J, registered N7751K, was substantially damaged in an accident during takeoff (rejected takeoff) near Kakhonak, 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 visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's decision to take off in unfavorable wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 2010 · about 10:00 pm local time
- Place
- Kakhonak, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180J · all 180Js on the register
- Registration
- N7751K · registry record · serial 18052719
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was attempting to take off from an airstrip that was about 1,300 feet long. He noted that the wind was variable and gusting. During takeoff the airplane became airborne and subsequently began to settle back on the airstrip. As the airplane was approaching a bluff, the pilot realized that he did not have enough runway surface left to continue the takeoff. He pulled the power to idle and let the airplane settle onto the ground. The pilot then applied hard left rudder to avoid going over the bluff, at which point the airplane nosed over. The pilot stated that the airframe and engine had no mechanical failures or malfunctions during the attempted takeoff.
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
- Nose over/nose down during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Variable wind › Effect on equipment
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 12,300 hours in all; 50 in this make and model; 20 in the last 90 days; 16 in the last 30 days; 10,500 as pilot in command; 1,200 on instruments
- Last flight review: September 29, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,667 hours
- Last inspection: annual inspection, June 23, 2010
- Maximum gross weight: 3,190 lb
- Seats: 6
- Landing gear: fixed
- Engine: Cont Motor O-470 SERIES (piston); 0 hours total
The flight
- Departed from: Kakhonak AK at 5:00 pm
- Destination: PAHO Homer AK
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: at 8 knots, gusting 14
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 29.92 inHg
- Observation at 5:00 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N7751K the same tail number, which may have belonged to a different aircraft at the time
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.