Cessna A185F accident near Skwentna, Alaska, March 7, 2025
On March 7, 2025 at about 11:00 pm local time, a 1974 Cessna A185F, registered N1718R, was substantially damaged in an accident during taxi near Skwentna, Alaska (None airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Maintenance personnel’s reuse of worn hardware during the installation of the landing gear assembly and the hardware’s failure and subsequent separation of the gear leg from the landing gear box assembly during taxi.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 7, 2025 · about 11:00 pm local time
- Place
- Skwentna, Alaska · None · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185F, built 1974 · all A185Fs on the register
- Registration
- N1718R · registry record · serial 18502439
- 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, while taxiing for takeoff from a remote, snow-covered lake, the right landing gear leg collapsed, resulting in substantial damage to the landing gear box assembly and door post assembly. A postaccident examination of the right landing gear leg assembly revealed that the gear leg separated from its position in the landing gear box assembly and folded under the airplane. The bolt that secured the gear leg to the landing gear box assembly remained in place; however, the nut was found in the belly of the airplane. Although the hardware installed on the airplane’s main landing gear spring differed from the hardware specified in the airplane manufacturer’s parts catalog, the composition and hardness of the installed bolt were consistent with typical specifications for an AN-type bolt. However, the bolt and nut exhibited worn threads consistent with progressive wear over time rather than a sudden overload. The mechanic who performed a landing gear change about a year and a half before the accident stated that, although he did not recall the hardware used during the gear change, when he changes landing gear, he uses the hardware provided by the owner for installing the landing gear. Based on the condition of the nut and bolt, the worn hardware was likely re-used during the installation of the landing gear assembly. Re-use of the worn bolt and nut then allowed the hardware to fail under load during taxi, resulting in collapse of the landing gear.
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
- Sys/Comp malf/fail (non-power) during taxi defining event
The NTSB's findings
- Personnel issues › Task performance › Maintenance › Repair › Maintenance personnel
- Aircraft › Aircraft systems › Landing gear system › Main landing gear attach sec › Fatigue/wear/corrosion
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 2,081 hours in all; 545 in this make and model; 10 in the last 90 days; 3 in the last 30 days; 2,040 as pilot in command
- Last flight review: April 6, 2025
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,302 hours
- Last inspection: annual inspection, June 3, 2024; 36 hours since
- Maximum gross weight: 3,350 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-D-24 (piston); 0 hours total
The flight
- Destination: LHD Anchorage AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 20°F (-7°C), dew point 0°F (-18°C)
Weather report (METAR): PASWskyc1,skyc2,skyc3,skyc4,skyl1,skyl2,skyl3,skyl4,wxcodes,peak_wind_gust,peak_wind_drct,peak_wind_time,feel,metar,snowdepth
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane with collapsed gear leg
Photograph 2 – Damage to landing gear box assembly
Photograph 3 – Bolt as found after accident in landing gear
Photograph 4 – Fiber locking nut from landing gear assembly
Photograph 5 – Bolt from landing gear assemblyThe 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
5 documents, released by the NTSB on March 4, 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 | Materials Laboratory Factual Report 25-044 | PDF, 7 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 3 | Maintenance Records | PDF, 3 pages | View Download |
| 4 | Memorandum of Record-mechanic | PDF, 1 page | View Download |
| 5 | Photos | PDF, 6 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.