Cessna 180J accident near Anchorage, Alaska, March 9, 1993
On March 9, 1993 at about 10:26 pm local time, a Cessna 180J, registered N9977N, was substantially damaged in an accident near Anchorage, Alaska (Merrill Field). It was an instructional 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
THE FAILURE OF THE PRIVATE CERTIFICATED/DUAL STUDENT PILOT TO MAINTAIN DIRECTIONAL CONTROL. A FACTOR IN THE ACCIDENT WAS THE FAILURE OF THE FLIGHT INSTRUCTOR/PILOT IN COMMAND TO TAKE TIMELY REMEDIAL ACTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 1993 · about 10:26 pm local time
- Place
- Anchorage, Alaska · Merrill Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180J · all 180Js on the register
- Registration
- N9977N · no longer on the register · serial 18052632
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE DUAL INSTRUCTIONAL FLIGHT WAS COMMENCED FOR THE PURPOSE OF FAMILIARIZING THE PRIVATE CERTIFICATED/DUAL STUDENT PILOT WITH THE INFLIGHT AND LANDING AND TAKEOFF CHARACTERISTICS OF HIS NEWLY ACQUIRED PLANE. EARLIER IN THE FLIGHT, THE STUDENT HAD SUCCESSFULLY DEMONSTRATED LANDINGS AND TAKEOFFS AT SURROUNDING AIRSTRIPS ON SNOW COVERED PAVING. JUST AFTER TOUCHDOWN ON THE DRY PAVEMENT, THE AIRPLANE BEGAN DRIFTING TO THE RIGHT OF THE RUNWAY CENTERLINE. THE STUDENT REPORTED THAT HE APPLIED PRESSURE TO THE RUDDER CONTROL PEDALS TO CORRECT THE PLANE'S GROUND PATH. THE PLANE SUBSEQUENTLY DEVELOPED A NOSE OVER TENDENCY WHICH REQUIRED INCREASING AMOUNTS OF UP ELEVATOR TO COUNTER. THE NOSE OVER TENDENCY CONTINUED AND THE PLANE ENDED UP INVERTED ON THE RUNWAY. THE STUDENT REPORTED THAT HE WAS WEARING LARGE THICK SOLED BOOTS AND THAT HE MAY HAVE UNINTENTIONALLY APPLIED PRESSURE TO THE WHEEL BRAKES AT THE SAME TIME HE WAS MANIPULATING THE RUDDER CONTROL PEDALS.
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
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 31,000 hours in all; 800 in this make and model; 40 in the last 90 days; 19 in the last 30 days; 12,700 as pilot in command; 3,000 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,556 hours
- Last inspection: annual inspection, June 25, 1992; 49 hours since
- Maximum gross weight: 3,190 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470R (piston); 0 hours total
The flight
- Flight plan: none
- Runway 24, 3,999 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: scat at 15,000 ft
- Temperature: 32°F (0°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N9977N 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.