Cessna 172M accident near Kasigluk, Alaska, April 12, 1993
On April 12, 1993 at about 5:30 pm local time, a Cessna 172M, registered N13147, was substantially damaged in an accident near Kasigluk, Alaska (Kasigluk airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S IMPROPER PLANNING/DECISION AND DELAY IN ABORTING THE TAKEOFF. FACTORS RELATED TO THE ACCIDENT WERE: LOOSE GRAVEL ON THE SURFACE OF THE RUNWAY AND THE SNOWBANK (BERM) ON THE OVERRUN (STOPWAY).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 12, 1993 · about 5:30 pm local time
- Place
- Kasigluk, Alaska · Kasigluk · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N13147 · registry record · serial 17262529
- 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 PILOT REPORTED THAT THE WIND WAS 90 DEGREES TO THE RUNWAY (17-35). SHE BEGAN A TAKEOFF ON RUNWAY 17 WITH 3 PASSENGERS ABOARD, USING SOFT FIELD PROCEDURES. RUNWAY 17 HAD A POSITIVE (UPSLOPE) GRADE OF 1% & THE FIRST 400 FEET OF THE RUNWAY WERE NOT AVAILABLE DUE TO SLUSH & PUDDLES. THE PILOT SAID SHE ABORTED THE TAKEOFF WHEN SHE BECAME CONCERNED THAT THE AIRPLANE WAS NOT ACCELERATING PROPERLY. DUE TO POOR BRAKING ACTION ON LOOSE GRAVEL, SHE WAS UNABLE TO STOP ON THE REMAINING RUNWAY. BEFORE STOPPING, THE AIRPLANE HIT A SNOW BERM ON THE STOPWAY ABOUT 10 TO 20 FEET BEYOND THE DEPARTURE END & WAS DAMAGED. THE FLIGHT INFORMATION SUPPLEMENT FOR ALASKA CAUTIONED THAT THE KASIGLUK AIRPORT WAS UNATTENDED, THAT THE RUNWAY CONDITIONS WERE NOT MONITORED, AND THAT NO AIRPORT MAINTENANCE WAS PERFORMED DURING WINTER MONTHS.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,190 hours in all; 203 in this make and model; 35 in the last 90 days; 30 in the last 30 days; 997 as pilot in command; 58 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,223 hours
- Last inspection: 100-hour inspection, April 8, 1993; 5 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
- Operator: Yute Air Alaska
The flight
- Destination: 08AK Atmautluak AK
- Runway 17, 2,100 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 15 knots, gusting 25
- Visibility: 40 statute miles
- Sky: overcast at 8,000 ft; not recorded at 8,000 ft
- Temperature: 28°F (-2°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.