Piper PA-32-300 accident near Dillingham, Alaska, February 26, 1997
On February 26, 1997 at about 7:00 pm local time, a Piper PA-32-300, registered N32979, was substantially damaged in an accident near Dillingham, Alaska (Shannon'S Pond airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's selection of unsuitable terrain for departure, and his inadequate evaluation of the wind conditions. Factors associated with the accident were: a snow/slush covered runway, and a quartering tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 26, 1997 · about 7:00 pm local time
- Place
- Dillingham, Alaska · Shannon'S Pond · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N32979 · no longer on the register · serial 32-7540077
- 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 and 6 passengers were departing a private airstrip on a charter flight with a special VFR clearance. The gravel airstrip was 2,400 feet long, was at an elevation of 80 feet mean sea level, and was oriented on a 110/290 degree magnetic heading. The runway was covered by slushy snow, about 1-1/2 inches deep. The pilot attempted to depart on runway 11, but aborted the takeoff. He then attempted to depart on runway 29. He indicated that about 1/2 of the way down the runway, the airspeed was about 5 knots below takeoff speed. He elected to continue the takeoff, but the airspeed then dropped, and the airplane departed the end of the runway without ever lifting off. The airplane received damage to the engine, nose gear, and firewall. The pilot reported the wind was from the southwest at 15 knots. An official weather reporting station, 3 miles from the accident site, reported the wind was from 160 degrees (true) at 11 knots.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 10,000 hours in all; 4,000 in this make and model; 94 in the last 90 days; 67 in the last 30 days; 9,900 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 3,400 lb
- Seats: 7
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
The flight
- Destination: BET Bethel AK
- Runway 29, 2,400 ft by 65 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots
- Visibility: 2 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 32°F (0°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from DLG, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 6 |
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.