Piper PA-18 accident near Anaktuvuk Pass, Alaska, August 1, 2007
On August 1, 2007 at about 7:00 pm local time, a Piper PA-18, registered N40832, was substantially damaged in an accident near Anaktuvuk Pass, Alaska. It was a business 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 inadequate preflight inspection, which resulted in a loss of engine power during approach due to water contaminated fuel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 2007 · about 7:00 pm local time
- Place
- Anaktuvuk Pass, 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
- N40832 · registry record · serial 18-4468
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial certificated pilot was landing the tundra tire-equipped, tailwheel airplane at an unimproved, off-airport site under Title 14, CFR Part 91, when the accident occurred. According to the pilot, during the base leg of the approach for landing, the engine lost power, and the airplane collided with terrain during an emergency descent/landing. The airplane's owner reported that he observed the airplane's preflight inspection, and watched the pilot sump the fuel tanks, finding a small quantity of water in the tanks. He said the airplane departed, and upon returning, during landing, the engine lost power. While inspecting the airplane after the accident, the owner said he found water in the airplane's gascolator, carburetor, and fuel lines. He said the airplane was fueled from drums with filters, and it had rained during the preceding days. He said he suspected water contaminated fuel was the cause of the engine stoppage, and that after refueling the airplane with clean fuel, the engine started and ran without any problems. The owner said the airplane received damage to its fuselage, wings, lift-struts, and landing gear during the accident.
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 multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,000 hours in all; 1,000 in this make and model
- Medical certificate: Class 2
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: Anaktuvuk Pass AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 360° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,000 ft; a few clouds
- Temperature: 61°F (16°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.