Piper PA-18-150 accident near Anchor Point, Alaska, February 28, 2025
On February 28, 2025 at about 8:30 pm local time, a 1960 Piper PA-18-150, registered N3798Z, was substantially damaged in an accident during enroute (cruise) near Anchor Point, Alaska (Anchor River Airpark airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A complete loss of engine power as a result of carburetor ice due to the pilot’s failure to effectively use carburetor heat in conditions conducive to the formation of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 2025 · about 8:30 pm local time
- Place
- Anchor Point, Alaska · Anchor River Airpark · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150, built 1960 · all PA-18-150s on the register
- Registration
- N3798Z · registry record · serial 18-7493
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that when he increased the engine throttle during cruise flight, the engine rpm lagged, and he heard the engine “stutter.” He applied full carburetor heat, and the engine rpm dropped over 600 rpm, and it sounded like it was going to quit. He closed off the carburetor heat immediately and began to circle an airport in case of an engine failure. The pilot began to slowly add carburetor heat in small increments to melt the ice from the carburetor. After about five minutes of slowly adding carburetor heat, he determined that the carburetor ice had all melted off and the engine was operating normally. After determining the engine was running properly, he continued towards his destination. He periodically applied full carburetor heat for 30 to 60 seconds at a time. About two miles from his destination the pilot applied carburetor heat, and the engine began to again “stutter.” The pilot again slowly increased the carburetor heat to gradually melt the ice buildup in the carburetor. The engine continued “sputtering” and running very rough and then lost total power. The pilot attempted to restart the engine twice to no avail. The pilot trimmed the airplane for the best rate of glide and began looking for a place for an emergency landing. The pilot made a forced landing to a short narrow gravel road surrounded by tall spruce trees and alders. During the landing rollout a strong gust of wind pushed the airplane to the right and the right wing impacted a spruce tree. The plane spun 180 degrees and came to rest into trees sustaining substantial damage to both wings. Weather conditions at the time of the accident were conducive to the formation of serious carburetor icing at cruise power. The pilot reported that there were no mechanical malfunctions or failures with the airplane, engine, or related systems that would have precluded normal operations.
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
- Fuel related during enroute (cruise) defining event
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- Personnel issues › Action/decision › Action › Delayed action › Pilot
- Aircraft › Aircraft systems › Ice/rain protection system › Intake anti › ice, deice › Not used/operated
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 700.8 hours in all; 407.1 in this make and model; 35.8 in the last 90 days; 11.2 in the last 30 days; 664.2 as pilot in command
- Last flight review: July 12, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: frt
- Injury: minor injuries
Passenger
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 4,671 hours
- Last inspection: annual inspection, March 2, 2024; 16 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A213 (piston); 4,671 hours total
The flight
- Departed from: PALH Anchorage AK at 7:30 pm
- Destination: PAHO Homer AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 060° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,600 ft; a few clouds at 3,300 ft
- Temperature: 45°F (7°C), dew point 39°F (4°C)
- Altimeter: 29.34 inHg
- Observation at 11:53 am from PAHO, 14 miles away
Weather report (METAR): PAHO 282053Z 06010KT 10SM FEW033 OVC046 07/04 A2934 RMK AO2 RAB38E52 SLP934 P0000 60001 T00670039 53006
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Front view of accident airplane during recovery
Photograph 2 – Right side of accident airplane during recovery
Photograph 3 – Left side of accident airplane during recoveryThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on July 17, 2025. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 12 pages | View Download |
| 2 | Investigative Photographs | PDF, 4 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.