Piper PA-12 accident near Anchorage, Alaska, September 29, 2003
On September 29, 2003 at about 10:00 pm local time, a Piper PA-12, registered N2914M, was substantially damaged in an accident near Anchorage, Alaska (Merrill Field). 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
A loss of engine power for an undetermined reason, which resulted in a forced landing and collision with a runway light fixture.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 29, 2003 · about 10:00 pm local time
- Place
- Anchorage, Alaska · Merrill Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N2914M · registry record · serial 12-1334
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On the takeoff initial climb, about 60 feet above the ground, the airplane's engine lost power. During an emergency descent/ landing, the pilot said he switched the fuel selector valve from one tank to the other. During the landing roll, the engine power suddenly returned. The right main landing gear tire struck a runway edge light fixture, and the right main gear collapsed, damaging the propeller and the right wing lift strut. During recent maintenance, a mechanic had removed the fuel selector valve for lubrication and inspection. The mechanic reported that he noticed the fuel valve shaft did not have an index shape to properly match the selector handle position, and consequently was careful to reinstall the handle on the valve as he found it. The mechanic performed about a 10 minute engine run after reinstalling the valve. He said the pilot also ran the engine for about an additional 10 minutes before departure. The fuel selector handle is attached to the valve shaft by a screw, and can be rotated 360 degrees. The handle incorporates an arrow to provide visual reference for fuel tank selection that matches placard markings on a metal trim panel. An examination of the airplane was conducted at a recovery facility by FAA personnel, 18 days after the accident. Prior to the examination, the fuel valve handle and trim panel were removed by recovery personnel, but reportedly replaced in the position found before recovery. The FAA found that the selector handle was installed with the arrow of the handle oriented 90 degrees counterclockwise from its proper valve orientation. When the fuel selector handle was placed on the left tank, the valve was actually positioned to the right tank. When the fuel selector handle was placed on the right tank, the valve was actually positioned to an "off" position. The pilot initially reported that the fuel selector handle was positioned on the left tank during takeoff, but when asked later about the fuel selector handle position, he said he could not be certain that the fuel handle was on the left fuel tank. No further examination of the airframe fuel system or the engine was performed.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,844 hours in all; 1,000 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 3,750 as pilot in command
- Last flight review: October 2, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,160 hours
- Last inspection: annual inspection, September 30, 2002
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PAMR Anchorage AK at 4:58 pm
- Destination: Z41 Anchorage AK
- Flight plan: none
- Runway 33, 2,640 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 325° at 3 knots
- Visibility: 5 statute miles
- Sky: overcast at 6,500 ft; scat at 400 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 29.76 inHg
- Observation at 4:53 pm from PAMR
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.