Piper PA-18 accident near Anchorage, Alaska, May 17, 2008
On May 17, 2008 at about 6:12 pm local time, a Piper PA-18, registered N1912A, was substantially damaged in an accident during landing 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
The pilot's inadequate compensation for a crosswind during landing. Contributing to the accident was the crosswind and an inadvertent ground loop.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 2008 · about 6:12 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-18 · all PA-18s on the register
- Registration
- N1912A · registry record · serial 18-1748
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the tailwheel-equipped airplane reported that he was landing on runway 25, a dry paved runway, which required a correction for a slight left crosswind. He said that during touchdown, the airplane's left wing lifted, and he attempted to abort the landing by adding full engine power. The airplane's right wing struck the ground, and the airplane ground looped to the left, then nosed down. The airplane sustained substantial damage to the wings, fuselage, and empennage. Winds at the time of the accident were reported to be 190 degrees at 4 knots. The pilot noted in his written report to the NTSB that there were no preaccident mechanical anomalies with the airplane.
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
What happened, in order
- Loss of control on ground during landing defining event
- Runway excursion during landing
The NTSB's findings
- factor Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Contributed to outcome
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Crosswind correction › Not attained/maintained
- factor Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 798 hours in all; 651 in this make and model; 9 in the last 90 days; 4 in the last 30 days; 716 as pilot in command
- Last flight review: August 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 3,255 hours
- Last inspection: annual inspection, January 1, 2008
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: Z22 Willow AK
- Destination: MRI Anchorage AK
- Flight plan: none
- Runway 25, 4,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 25°F (-4°C)
- Altimeter: 29.95 inHg
- Observation at 10:15 am from MRI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N1912A the same tail number, which may have belonged to a different aircraft at the time
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.