Piper PA 18A 150 accident near Nondalton, Alaska, April 19, 2015
On April 19, 2015 at about 11:30 pm local time, a 1959 Piper PA 18A 150, registered N2894Z, was substantially damaged in an accident during takeoff near Nondalton, Alaska (Nondalton airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the airplane while taking off with a gusting crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 2015 · about 11:30 pm local time
- Place
- Nondalton, Alaska · Nondalton · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 18A 150, built 1959 · all PA 18A 150s on the register
- Registration
- N2894Z · registry record · serial 18-7078
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was on a personal cross-country flight in a tailwheel-equipped, single engine airplane. The pilot stated that although there was a strong crosswind on landing, he did not expect it to affect the airplane on takeoff. During the takeoff ground roll, when the pilot could no longer maintain directional control, he took off, climbing about 10 feet before losing altitude and impacting a ditch that is parallel to the runway. During the impact, the airplane sustained substantial damage and the pilot and sole occupant, sustained serious injuries. The pilot stated there were no preimpact mechanical malfunctions or anomalies that would have precluded normal operation.
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
- Collision with terrain or object (not controlled flight into terrain) during takeoff
- Loss of control in flight during takeoff defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 2,591 hours in all; 97 in this make and model; 75 in the last 90 days; 22 in the last 30 days; 2,528 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Maximum gross weight: 1,750 lb
- Landing gear: fixed
- Engine: Lycoming 0-320 SERIES (piston); 0 hours total
The flight
- Departed from: PALH Anchorage AK
- Destination: 5NN Nondalton AK
- Flight plan: none
- Runway 20, 2,800 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,200 ft
- Temperature: 41°F (5°C), dew point 34°F (1°C)
- Altimeter: 29.29 inHg
- Observation at 10:53 pm from PAIL, 14 miles away
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 N2894Z 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.