Piper PA-22-160 accident near Kasilof, Alaska, October 8, 2024
On October 8, 2024 at about 2:15 am local time, a 1958 Piper PA-22-160, registered N9621D, was substantially damaged in an accident during landing near Kasilof, 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).
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The NTSB's probable cause their words, unchanged
The right main landing gear’s inadvertent contact with uneven terrain, which resulted in a hard landing. Contributing was the pilot’s failure to adequately assess the landing environment prior to touchdown.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2024 · about 2:15 am local time
- Place
- Kasilof, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-160, built 1958 · all PA-22-160s on the register
- Registration
- N9621D · registry record · serial 22-6532
- 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, while performing an off-airport landing in a tailwheel-equipped airplane, the right main gear hit hard and immediately compressed, bending the crossover tube between the front main gear mounts, which resulted in substantial damage to the fuselage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded 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
- Hard landing during landing defining event
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Aircraft › Aircraft systems › Landing gear system › Main landing gear attach sec › Capability exceeded
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 586.5 hours in all; 124 in this make and model; 77.8 in the last 90 days; 28.9 in the last 30 days; 504.9 as pilot in command
- Last flight review: June 13, 2023
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,198.8 hours
- Last inspection: continuous airworthiness programme, August 7, 2024; 65.3 hours since
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O360-A4A (piston); 420 hours total
The flight
- Departed from: AK00 Anchor Point AK at 11:50 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 040° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 36°F (2°C)
- Altimeter: 29.46 inHg
- Observation at 5:56 pm from PASX, 23 miles away
Weather report (METAR): PASX 080156Z AUTO 04003KT 10SM CLR 10/02 A2946 RMK AO2 SLP983 T01000017 TSNO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ANC25LA002.