Piper PA-32-301 accident near King Cove, Alaska, April 26, 2010
On April 26, 2010 at about 11:23 pm local time, a Piper PA-32-301, registered N8305H, was substantially damaged in an accident during landing (flare/touchdown) near King Cove, Alaska (King Cove airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain an appropriate descent rate during gusty winds while landing, resulting in a hard landing and damage to the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 2010 · about 11:23 pm local time
- Place
- King Cove, Alaska · King Cove · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-301 · all PA-32-301s on the register
- Registration
- N8305H · no longer on the register · serial 32-8106017
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was on a passenger flight under Title 14, CFR Part 135, when the accident occurred. The pilot said he was on short final for the destination runway and his airspeed was indicating 100 knots. The pilot reported that he encountered wind gusts/shear and his airspeed dropped to zero, and the airplane landed hard. He said the left main landing gear collapsed and the left wing struck the ground. According to the pilot, there were no mechanical problems with the airplane prior to the accident, and that the left wing and fuselage received substantial damage during 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
- Hard landing during landing (flare/touchdown) defining event
- Landing gear collapse during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Contributed to outcome
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,631 hours in all; 353 in this make and model; 109 in the last 90 days; 26 in the last 30 days; 640 as pilot in command
- Last flight review: May 25, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 17,868 hours
- Last inspection: approved inspection programme, April 25, 2010
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: fixed
- Engine: Lycoming IO-540 SER (piston); 0 hours total
- Operator: Peninsula Airways INC
The flight
- Departed from: PACD Cold Bay AK at 6:15 pm
- Destination: PAVC King Cove AK
- Runway 25, 3,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 14 knots, gusting 43
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 25°F (-4°C)
- Altimeter: 29.48 inHg
- Observation at 6:56 pm from PAVC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 4 |
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.