Beech E18S-9700 accident near New Stuyahok, Alaska, January 3, 2011
On January 3, 2011 at about 5:50 pm local time, a Beech E18S-9700, registered N9001, was substantially damaged in an accident during takeoff near New Stuyahok, Alaska (New Stuyahok airport). It was flown under charter and air-taxi rules (Part 135). 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 misjudgment of the runway surface condition, resulting in an aborted landing and collision with rising terrain during the ensuing takeoff attempt.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 3, 2011 · about 5:50 pm local time
- Place
- New Stuyahok, Alaska · New Stuyahok · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech E18S-9700 · all E18S-9700s on the register
- Registration
- N9001 · registry record · serial BA-460
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the runway at the destination airport was ice-covered, and that upon touchdown the surface was slicker than he had anticipated. He aborted the landing by applying full power to take off. The airplane was unable to out-climb the rising terrain at the end of the runway, and it collided with terrain, sustaining substantial damage to the fuselage and both wings. The pilot indicated that there were no mechanical issues with the airplane that precluded its normal operation.
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
- Collision during takeoff/land during takeoff defining event
The NTSB's findings
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surface › Snow/slush/ice covered surface › Contributed to outcome
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Climb capability › Capability exceeded
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,539 hours in all; 464 in this make and model; 160 in the last 90 days; 50 in the last 30 days; 5,079 as pilot in command
- Last flight review: May 18, 2010
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 19,571 hours
- Last inspection: 100-hour inspection, September 23, 2010
- Maximum gross weight: 10,100 lb
- Seats: 10
- Landing gear: retractable
- Engine 1: P&W R-985 SERIES (piston); 0 hours total
- Engine 2: P&W R-985 SERIES (piston); 0 hours total
- Operator: Air Supply Alaska INC
The flight
- Departed from: PAEN Kenai AK at 4:25 pm
- Destination: PANW New Stuyahok AK
- Runway 32, 3,281 ft by 98 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 17 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 1,700 ft; clear
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
- Observation at 5:45 pm from PANW
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.