Piper PA-12 accident near Lime Village, Alaska, September 16, 2009
On September 16, 2009 at about 1:00 am local time, a Piper PA-12, registered N2594M, was substantially damaged in an accident during takeoff near Lime Village, Alaska. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The passenger's inadvertent interference with, and application of the right brake pedal during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2009 · about 1:00 am local time
- Place
- Lime Village, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N2594M · registry record · serial 12-1037
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot and one passenger were taking off from a gravel-covered, remote off-airport site in a tailwheel-equipped airplane on a Title 14, Code of Federal Regulations Part 135 charter flight when the accident occurred. The pilot related that as the airplane accelerated, it began to turn sharply to the right, and towards a stand of trees. The airplane’s right wing struck the stand of trees, which pivoted it to the right where it nosed over, sustaining substantial damage to the wings, fuselage, and empennage. A postaccident inspection revealed that the passenger, seated in the rear of the airplane, inadvertently stepped on the right, rear-mounted dual brake pedal, as the pilot began his takeoff run. The pilot stated that there were no preaccident mechanical problems with the airplane, and that the accident could have been prevented if he had removed or covered the rear-mounted dual brake pedals.
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 takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff
- Nose over/nose down during takeoff
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Miscellaneous › (general) › (general) › Passenger
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,200 hours in all; 2,200 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 3,283 hours
- Last inspection: 100-hour inspection, September 2, 2009; 10 hours since
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Magnuson Airways LLC
The flight
- Departed from: Lime Village AK at 9:00 pm
- Destination: Lime Village AK
- Runway 24, 900 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.