Cessna 207A accident near Crooked Creek, Alaska, March 12, 1984
On March 12, 1984 at about 8:45 pm local time, a Cessna 207A, registered N7350U, was substantially damaged in an accident near Crooked Creek, Alaska (Crooked Creek airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 3 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 1984 · about 8:45 pm local time
- Place
- Crooked Creek, Alaska · Crooked Creek · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 207A · all 207As on the register
- Registration
- N7350U · no longer on the register · serial 20700414
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PLT WAS USING SOFT FIELD PROCEDURES TO TAKEOFF FROM A 1600 FT DIRT/GRAVEL STRIP. THE STRIP WAS WET & SOFT FROM MELTING SNOW, IT SLOPED DOWNHILL WITH A 3% SLOPE & 15 TO 20 FT TREES WERE LOCATED AT THE DEPARTURE END. ALSO, THE PLT REPORTED THERE WERE 3 'GOOD SIZE HEAVES' IN THE RWY. SHORTLY AFTER BECOMING AIRBORNE, THE STALL WARNING HORN SOUNDED & THE ACFT SETTLED BACK ON THE RWY. SUBSEQUENTLY, THE PLT INITIATED ABORT PROCEDURES, BUT WAS UNABLE TO STOP ON THE REMAINING RWY. HE MANEUVERED TO AVOID A VAN, THEN THE ACFT NOSED OVER ON ROUGH UNEVEN TERRAIN. THE NO-WIND TAKEOFF ROLL FOR HARD SURFACE WAS ESTIMATED TO BE 1100 FT WITH NO OBSTRUCTIONS & 1970 TO CLEAR A 50 FT OBSTRUCTION. THE PLT SUGGESTED THERE WAS AN ENG PROBLEM, BUT THE PASSENGERS NOTICED NO LOSS OF POWER. ALSO, THE PASSENGERS SAID THAT DURING THE TAKEOFF ROLL, THE STALL WARNING HORN WAS ON & THE TAIL WAS DRAGGING THE GROUND. SCRAPE MARKS WERE FOUND ON THE UNDERSIDE OF THE TAIL.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,643 hours in all; 353 in this make and model; 336 in the last 90 days; 2,378 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, February 29, 1984; 53 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-F9 (piston); 0 hours total
The flight
- Destination: SLQ Sleetmute AK
- Runway 13, 2,000 ft by 80 ft
Weather at the time
- Light: daylight
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 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.