Piper PA-12 accident near Delta Junction, Alaska, April 10, 2011
On April 10, 2011 at about 11:45 pm local time, a Piper PA-12, registered N3613M, was substantially damaged in an accident during landing (flare/touchdown) near Delta Junction, Alaska (Windsong airport). 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 misjudged altitude while landing in bright sunlight on an airstrip surrounded by snow, resulting in an undershoot and a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 2011 · about 11:45 pm local time
- Place
- Delta Junction, Alaska · Windsong · 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
- N3613M · registry record · serial 12-2459
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he was practicing takeoffs and landings on a grass airstrip. He said snow had been removed from the center of the grass airstrip, but not the surrounding area. During his approach to land, bright sunlight reflected off the snow that made him lose his depth perception. The airplane touched down short of the runway, nosing over in deep snow. The pilot reported no preimpact mechanical problems with the airplane. The airplane received substantial damage to both wings.
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
- Landing area undershoot during landing (flare/touchdown) defining event
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › (general) › (general) › Pilot
- Environmental issues › Conditions/weather/phenomena › Light condition › Bright light › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,388 hours in all; 2,146 in this make and model; 4 in the last 90 days; 4 in the last 30 days; 3,328 as pilot in command
- Last flight review: April 26, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 5,396 hours
- Last inspection: annual inspection, September 14, 2010
- Maximum gross weight: 1,935 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-235 SERIES (piston); 0 hours total
The flight
- Departed from: AK09 Delta Junction AK
- Destination: AK09 Delta Junction AK
- Flight plan: none
- Runway 15, 2,400 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
- Altimeter: 30.11 inHg
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 N3613M 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.