Piper PA-22-150 accident near Coldfoot, Alaska, September 11, 2010
On September 11, 2010 at about 5:55 pm local time, a Piper PA-22-150, registered N3644P, was substantially damaged in an accident during takeoff near Coldfoot, Alaska. It was a personal 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
The pilot's selection of an unsuitable (short) off-airport site for takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 2010 · about 5:55 pm local time
- Place
- Coldfoot, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-150 · all PA-22-150s on the register
- Registration
- N3644P · registry record · serial 22-3395
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was taking off from an off airport site on a personal local flight under Title 14, CFR Part 91. The pilot reported that he used a range finder and walked the takeoff area to determine that its length was about 1,000 feet. He said the airplane reached 45 knots airspeed during the takeoff roll, and he increased the flaps to 30 degrees. The pilot said the airplane did not accelerate further, and he applied back pressure on the control to take weight off the main landing gear. He said the airplane did not become airborne prior to reaching the end of the runway, and the main wheels struck a trench, collapsing the main landing gear. The pilot reported the airplane sustained substantial damage to the fuselage during the accident. He indicated that there were no mechanical problems with the airplane that contributed to the accident.
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
- Runway excursion during takeoff defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Takeoff distance › Capability exceeded
- cause Environmental issues › Operating environment › Airport facilities/design › Runway/landing area length › Decision related to condition
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, military, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,785 hours in all; 97 in this make and model; 131 in the last 90 days; 23 in the last 30 days; 3,025 as pilot in command; 1,044 on instruments
- Last flight review: September 24, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,411 hours
- Last inspection: annual inspection, October 16, 2009
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: Coldfoot AK at 12:55 pm
- Destination: Coldfoot AK
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
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.