Piper PA-18-150 accident near Cordova, Alaska, September 23, 2021
On September 23, 2021 at about 3:00 am local time, a 1979 Piper PA-18-150, registered N82448, was substantially damaged in an accident during landing (landing roll) near Cordova, Alaska. It was a business flight under general aviation rules (Part 91). 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 pilot’s failure to maintain control of the airplane after landing in gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2021 · about 3:00 am local time
- Place
- Cordova, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150, built 1979 · all PA-18-150s on the register
- Registration
- N82448 · registry record · serial 18-7909099
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after landing off-airport, a wind gust “picked up” the airplane and “dropped” it to the ground. He noted that the wind at the time of the accident was variable, about 35 kts with gusts to 40 kts. The pilot stated that there were no mechanical failures or malfunctions associated with the airplane before the accident. The airplane sustained damage to the right-wing spars and several wing ribs.
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 landing (landing roll) defining event
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 29,500 hours in all; 11,500 in this make and model; 141 in the last 90 days; 69 in the last 30 days; 29,500 as pilot in command
- Last flight review: July 1, 2021
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 11,502 hours
- Last inspection: 100-hour inspection, April 27, 2021
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 1,498 hours total
- Operator: Fejes Guide Service LTD
The flight
- Departed from: N/A Cordova AK at 2:30 am
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 120° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 46°F (8°C), dew point 37°F (3°C)
- Altimeter: 29.92 inHg
- Observation at 6:53 pm from PACV, 82 miles away
Weather report (METAR): METAR PACV 230253Z 12007KT 10SM FEW025 SCT040 08/03 A2992
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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N82448 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.