Piper PA-18 accident near Anchorage, Alaska, January 13, 2001
On January 13, 2001 at about 6:30 pm local time, a Piper PA-18, registered N2191J, was substantially damaged in an accident near Anchorage, Alaska. It was a personal flight under general aviation rules (Part 91). 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
The pilot's improper use of the carburetor heat control. Factors in the accident were the presence of carburetor icing conditions, and snow-covered terrain that was unsuitable 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
- January 13, 2001 · about 6:30 pm local time
- Place
- Anchorage, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18 · all PA-18s on the register
- Registration
- N2191J · registry record · serial 18-7185
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private certificated pilot was in cruise flight about 1,000 feet above ground level (agl). He observed an area of snow showers ahead of the airplane, and decided to descend to about 500 feet agl. The pilot said he reduced the engine throttle without first applying carburetor heat. When he added engine throttle to level the airplane at 500 feet, the engine began sputtering. He then applied carburetor heat, but the engine did not respond. The engine continued to run rough, and the airplane could not sustain level flight. The pilot selected a snow-covered gravel bar for a forced landing. The airplane touched down in snow that was about 18 inches deep. During the landing roll, the airplane nosed over, and received damage to the right wing lift strut and the rudder. The pilot reported the weather conditions in the area of the accident as 1,200 to 1,500 feet overcast; temperature 35 to 38 degrees F; light to moderate snow showers. According to published carburetor icing charts, the atmospheric conditions at the time of the accident (38 degrees and visible moisture) reflected the probability of serious icing utilizing descent power. A postaccident inspection disclosed no mechanical anomalies with the engine.
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
- Flight time: 362 hours in all; 35 in this make and model; 10 in the last 90 days; 5 in the last 30 days
- Last flight review: September 7, 1999
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,000 hours
- Last inspection: annual inspection, April 24, 2000; 40 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PABV Chugiak AK at 5:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 276° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 7,000 ft; a few clouds at 2,500 ft
- Temperature: 28°F (-2°C), dew point 27°F (-3°C)
- Altimeter: 29.52 inHg
- Observation at 6:53 pm from PANC, 32 miles away
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.