Cessna 182P accident near Anchorage, Alaska, June 8, 2011
On June 8, 2011 at about 1:48 am local time, a Cessna 182P, registered N58924, was substantially damaged in an accident during landing (flare/touchdown) near Anchorage, Alaska (Lake Hood Seaplane 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 inadequate compensation for crosswind conditions and his failure to maintain control of the airplane during a water landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 8, 2011 · about 1:48 am local time
- Place
- Anchorage, Alaska · Lake Hood Seaplane · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N58924 · registry record · serial 18262395
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was landing the float-equipped airplane on a lake, when a gust of wind lifted the left wing. He was unable to correct for the wind, and the right wing contacted the water. The airplane rolled to the right and came to rest inverted, sustaining substantial damage to the right wing. The pilot reported no mechanical anomalies with the airplane prior to 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
What happened, in order
- Loss of control on ground during landing (flare/touchdown) defining event
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,000 hours in all; 84 in this make and model; 6 in the last 90 days; 6 in the last 30 days
- Last flight review: June 9, 2010
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,619 hours
- Last inspection: annual inspection, February 19, 2011
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor O-470 SERIES (piston); 0 hours total
The flight
- Departed from: Mirror Lake AK
- Destination: PALH Anchorage AK
- Flight plan: none
- Runway 18
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 7,000 ft; a few clouds at 3,300 ft
- Temperature: 55°F (13°C), dew point 37°F (3°C)
- Altimeter: 30.07 inHg
- Observation at 8:53 pm from PALH
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.
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.