Cessna 402C accident near Kivalina, Alaska, September 15, 1997
On September 15, 1997 at about 3:55 am local time, a Cessna 402C, registered N2649Z, was substantially damaged in an accident near Kivalina, Alaska (Kivalina airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An overstress fracture of the nose landing gear attachment. A factor associated with the accident was the rough landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 1997 · about 3:55 am local time
- Place
- Kivalina, Alaska · Kivalina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402C · all 402Cs on the register
- Registration
- N2649Z · registry record · serial 402C-0333
- 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 stated that after placing the landing gear handle in the down position, he observed 3 green, down and locked, indicator lights. He indicated that the touchdown on the gravel runway was normal, and that as he slowed the airplane, the airplane settled onto its nose. Metallurgical inspection revealed overstress fractures of the nose gear actuator upper attachment lug, and overstress fractures of the supporting sheet metal structure. No preexisting defects were noted. No reports were received of previous hard landings. An inspection of the drag link assembly was conducted 45 hours prior to the accident, and no discrepancies regarding the nose landing gear were noted at that time.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,900 hours in all; 870 in this make and model; 300 in the last 90 days; 136 in the last 30 days; 4,750 as pilot in command; 345 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,261 hours
- Last inspection: continuous airworthiness programme, August 28, 1997; 45 hours since
- Maximum gross weight: 7,190 lb
- Seats: 10
- Landing gear: retractable
- Engine: Continental TSIO-520-NBCV (piston); 0 hours total
- Operator: Hageland Aviation Services,Inc
The flight
- Departed from: PHO Point Hope AK at 10:25 pm
- Destination: KVL
- Runway 12, 3,000 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N2649Z the same tail number, which may have belonged to a different aircraft at the time
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.