Amateur-built JP FLYER accident near Wasilla, Alaska, September 14, 2024
On September 14, 2024 at about 5:30 pm local time, a amateur-built JP FLYER, registered N1202Y, was destroyed in an accident during initial climb near Wasilla, Alaska (Anderson Lake airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The installation of an improperly sized fuel line that did not allow for adequate fuel flow to the engine, resulting in a partial loss of engine power and collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2024 · about 5:30 pm local time
- Place
- Wasilla, Alaska · Anderson Lake · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built JP FLYER
- Registration
- N1202Y · registry record · serial 2
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed for his first flight in an experimental home-built airplane. Witnesses stated that the engine did not sound like it was producing full power during the takeoff. After the airplane was airborne, one witness saw the airplane’s nose come down and the airplane made a slight left bank to line up with a road before the witness lost sight of the airplane. The airplane impacted a road, that was surrounded by trees, in a near-vertical, nose-down attitude and a postimpact fire began. There was tree debris in the area immediately surrounding the wreckage, there were also branches and debris slightly further from the airplane. Postaccident examination revealed that the fuel supply hose from the carburetor to the gascolator was not the correct size. The braided steel hose was too small and was observed to have a kink that likely restricted fuel flow. Postaccident examination of the wreckage found no evidence of any other preimpact mechanical malfunctions or failures with the airframe or engine, other than the fuel line, that would have precluded normal operation. Because of the fuel line’s size and improper installation, the carburetor was likely not able to supply enough fuel to the engine at full power during the takeoff. Based on the tree debris surrounding the accident site, it is likely that while maneuvering to land on the road, the airplane impacted trees resulting in a loss of control and impact with the road.
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 initial climb
- Loss of engine power (partial) during initial climb defining event
- Aerodynamic stall/spin during initial climb
The NTSB's findings
- Personnel issues › Task performance › Maintenance › Installation › Pilot
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Incorrect service/maintenance
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Failure
Pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 25,000 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 0AK1 Wasilla AK at 5:30 pm
- Flight plan: none
- Runway 08/2, 1,800 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft
- Temperature: 50°F (10°C), dew point 46°F (8°C)
- Altimeter: 29.75 inHg
- Observation at 8:56 am from AWS, 7 miles away
Weather report (METAR): PAWS 141656Z AUTO 09003KT 10SM BKN070 10/08 A2975 RMK AO2 SLP076 T01000083
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on September 11, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Global Positioning System Device - Specialist's Factual Report | PDF, 7 pages · our copy | View Download |
| 2 | Attachment 1 to Global Positioning System Device - Specialist's Factual Report | data file · our copy | Download |
| 3 | Witness Statements | PDF, 4 pages · our copy | View Download |
| 4 | Airframe and Engine Examination | PDF, 19 pages · our copy | View Download |
| 5 | Excerpt from Ac 90-89C | PDF, 2 pages · our copy | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 10 pages · our copy | View Download |
| 7 | Toxicological Report | PDF, 1 page · our copy | View Download |
| 8 | Photos | PDF, 6 pages · our copy | View Download |
| 9 | Video File | MOV file · our copy | Download |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ANC24FA092.