Piper PA-18-150 accident near Mekoryuk, Alaska, July 7, 2026
On July 7, 2026 at about 10:30 pm local time, a 1957 Piper PA-18-150, registered N824JT, was substantially damaged in an accident during enroute near Mekoryuk, Alaska. It was a public-use flight (state) 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2026 · about 10:30 pm local time
- Place
- Mekoryuk, 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 1957 · all PA-18-150s on the register
- Registration
- N824JT · registry record · serial 18-6040
- Damage
- Substantial damage
- Flight
- Public-use flight (state) · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On July 7, 2026 about 1430 Alaska daylight time, a Piper PA-18-150 airplane, N824JT, was substantially damaged when it was involved in an accident near Mekoryuk, Alaska. The pilot and one passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135, on-demand charter flight. The airplane, owned and operated by Renfro’s Alaskan Adventures, departed from the Mekoryuk airport (MYU) at 1321 to conduct aerial game surveys for the Alaska Department of Fish and Game. About 1 hour and 10 minutes into the flight, about 200 ft. above the ground (agl) the engine began to run rough. The pilot applied carburetor heat, switched the fuel selector to both and began using different power settings. The engine initially began to run normally but subsequently loss partial power. The pilot elected to make a precautionary landing to the tundra, but while on final approach, all engine power was lost. The airplane touched down wings level and a slight nose up pitch. The landing gear separated from the fuselage and the airplane slid to a stop. The airplane sustained substantial damage to the fuselage and wings. A wreckage examination is pending recovery of the wreckage.
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 engine power (total) during enroute defining event
The aircraft
- Maximum gross weight: 1,920 lb
- Seats: 2
- Landing gear: fixed
The flight
- Departed from: PAMY Mekoryuk AK at 9:21 pm
Weather at the time
- Light: daylight
- Wind: from 090° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,300 ft
- Temperature: 52°F (11°C), dew point 52°F (11°C)
- Altimeter: 29.60 inHg
- Observation at 5:32 pm from PAMY, 4 miles away
Weather report (METAR): SPECI PAMY 080132Z AUTO 09012KT 10SM BKN013 OVC020 11/11 A2960 RMK AO2
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.
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.