Piper PA-18-125 accident near Cordova, Alaska, May 6, 2011
On May 6, 2011 at about 6:50 pm local time, a Piper PA-18-125, registered N1129A, was substantially damaged in an accident during approach (VFR pattern final) near Cordova, Alaska. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's loss of aircraft control during final approach in gusty wind conditions, resulting in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 6, 2011 · about 6:50 pm local time
- Place
- Cordova, Alaska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-125 · all PA-18-125s on the register
- Registration
- N1129A · registry record · serial 18-722
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that on final approach to an off-airport landing site, about 50 feet above ground level, the airplane descended and impacted the terrain. The airplane received substantial damage to both wings and the fuselage. The pilot said there were no preimpact mechanical malfunctions with the airplane, but the wind in the area was very erratic. The pilot said the accident could have been prevented if he had made a touch-and-go landing to evaluate the wind conditions prior to landing.
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 in flight during approach (VFR pattern final) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › (general) › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 661 hours in all; 209 in this make and model; 128 in the last 90 days; 64 in the last 30 days; 514 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, March 21, 2011
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320A2B (piston); 0 hours total
The flight
- Departed from: PAYA Yakutat AK at 11:45 am
- Destination: PACV Cordova AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 10 knots, gusting 20
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; a few clouds at 1,800 ft
- Temperature: 45°F (7°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.
Other NTSB records under N1129A 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.