Piper PA-18-150 accident near King Salmon, Alaska, June 26, 2001
On June 26, 2001 at about 3:18 am local time, a Piper PA-18-150, registered N7050, was substantially damaged in an accident near King Salmon, Alaska. It was a public-use flight under public-use (government) rules. 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of the incorrect fuel tank, subsequent fuel starvation, and inadvertent stall during initial climb. Factors associated with the accident were inadequate transition training, and insufficient training standards of the operator/management.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 2001 · about 3:18 am local time
- Place
- King Salmon, Alaska · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N7050 · no longer on the register · serial 18-7767
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
A certificated commercial pilot, an Alaska State Trooper, departed from a remote lake in a float-equipped airplane, as the second airplane in a flight of two airplanes. When the accident airplane failed to arrive at the intended destination, the first pilot initiated an aerial search. The airplane wreckage was discovered about a quarter-mile southeast of the departure lake. The first pilot recalled having a conversation with the accident pilot concerning the use of the Cub Crafters main fuel valve installed in the accident airplane. He said that the accident pilot commented that he was not flying the airplane normally assigned to him, which had the original Piper main fuel tank selector valve installed. The accident pilot told the first pilot that he was unsure if the accident airplane's fuel selector valve should be operated in the BOTH position or the LEFT or RIGHT positions. The FAA approved Cub Crafters STC requires the addition of a placard, placed just above the main fuel valve, which states: "TAKE OFF AND LANDING ON BOTH ONLY." The accident airplane had the placard installed. During an on-scene inspection of the airplane wreckage, the fuel selector valve was found selected to the LEFT fuel tank setting, and the left fuel tank was empty. A review of the State of Alaska, Department of Public Safety's "aircraft manual," which outlines general operating policies and standards, disclosed that there were no provisions for differences training for the Cub Crafters fuel system.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,250 hours in all; 630 in this make and model
- Last flight review: December 4, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 9,770 hours
- Last inspection: annual inspection, March 26, 2001; 80.9 hours since
- Maximum gross weight: 1,760 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: JZZ Koliganek AK at 10:18 pm
- Destination: ILI Iliamna AK
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.
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.