Cessna 170B accident near Bettles, Alaska, April 13, 2015
On April 13, 2015, a 1953 Cessna 170B, registered N4697C, was substantially damaged in an accident during initial climb near Bettles, Alaska (Bettles airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for reasons that could not be determined because postaccident engine examination and testing revealed no mechanical anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2015
- Place
- Bettles, Alaska · Bettles · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170B, built 1953 · all 170Bs on the register
- Registration
- N4697C · no longer on the register · serial 25641
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot stated that, shortly after takeoff for the personal flight, when the airplane was between about 50 and 70 ft above ground level, a total loss of engine power occurred. After completing the engine failure emergency procedures checklist, the pilot lowered the airplane's nose and attempted to find a suitable landing area. When he determined that the airplane would not be able to reach the desired landing point, he arrested the descent, and the airplane settled into an area of densely populated birch trees along the side of a river. A postaccident examination of the airplane's systems and engine revealed no evidence of any preimpact mechanical anomalies. The engine was test run, and it operated through a full range of power settings with no anomalies noted.
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
- Loss of engine power (total) during initial climb defining event
- Off-field or emergency landing during initial climb
- Collision with terrain or object (not controlled flight into terrain)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,465 hours in all; 800 in this make and model; 75 in the last 90 days; 50 in the last 30 days; 2,220 as pilot in command
- Last flight review: February 2, 2015
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,529 hours
- Last inspection: annual inspection, September 14, 2014; 57 hours since
- Maximum gross weight: 1,451 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 1,913 hours total
The flight
- Departed from: BTT Bettles AK
- Destination: BTT Bettles AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft; scat at 3,000 ft
- Temperature: 19°F (-7°C), dew point 10°F (-12°C)
- Altimeter: 29.53 inHg
- Observation at 11:53 pm from PABT, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.