Cessna 180 accident near St Mary'S, Alaska, December 31, 1996
On December 31, 1996 at about 9:00 pm local time, a Cessna 180, registered N7066, was substantially damaged in an accident near St Mary'S, Alaska (St Mary'S airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 2 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 use of carburetor heat, and subsequent loss of engine power. Factors associated with the accident were the presence of ice crystals in the atmosphere, and unsuitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 31, 1996 · about 9:00 pm local time
- Place
- St Mary'S, Alaska · St Mary'S · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180 · all 180s on the register
- Registration
- N7066 · no longer on the register · serial 51304
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger were landing at the conclusion of a cross-country, state-government flight. The pilot began a straight-in approach and applied carburetor heat about 600 feet above the ground in preparation for landing. The engine began to run rough. The pilot continued with the approach, and about 300 feet above the ground, increased the throttle. The engine lost power, and the pilot performed an emergency landing off the left side of the runway. The weather conditions were clear, temperature was -2 degrees F, and dew point was -8 degrees F. The pilot reported observing visible ice crystals. After recovery of the airplane, an engine examination did not disclose any mechanical malfunction. The engine ran at idle RPM with the carburetor heat control in the 'Hot' and 'Cold' positions.
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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 970 hours in all; 350 in this make and model; 27 in the last 90 days; 17 in the last 30 days; 900 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,030 hours
- Last inspection: annual inspection, October 31, 1996; 16 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R25 (piston); 0 hours total
The flight
- Departed from: BET Bethel AK at 8:12 pm
- Destination: KSM
- Flight plan: VFR
- Runway 34, 6,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: -2°F (-19°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 8:56 pm from PAS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.