Aeronca AR11 accident near Anchorage, Alaska, June 16, 1993
On June 16, 1993 at about 2:10 am local time, a Aeronca AR11, registered N4000E, was substantially damaged in an accident near Anchorage, Alaska (Lake Hood Strip airport). It was an instructional flight 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
FAILURE OF THE STUDENT PILOT TO MAINTAIN DIRECTIONAL CONTROL, WHICH RESULTED IN A GROUND SWERVE, AND INADEQUATE SUPERVISION BY THE FLIGHT INSTRUCTOR. A FACTOR RELATED TO THE ACCIDENT WAS: THE SOFT/WET (MUDDY) TERRAIN AT THE EDGE OF THE RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 1993 · about 2:10 am local time
- Place
- Anchorage, Alaska · Lake Hood Strip · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca AR11
- Registration
- N4000E · registry record · serial 11BC88
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR WAS GIVING FLIGHT INSTRUCTION TO THE PRIVATE PILOT ON TAKEOFF AND FULL STALL LANDING TECHNIQUES IN CONVENTIONAL WHEEL AIRCRAFT. THE AIRPLANE TOUCHED DOWN TO THE LEFT OF THE IMAGINARY RUNWAY CENTERLINE. WHILE THE TAILWHEEL WAS STILL IN THE AIR, THE PRIVATE PILOT AND FLIGHT INSTRUCTOR BOTH APPLIED RIGHT RUDDER TO BRING THE AIRPLANE BACK TO THE CENTERLINE. THE AIRPLANE VEERED TO THE RIGHT CROSSING THE CENTERLINE. THE PRIVATE PILOT DEPRESSED HIS LEFT WHEEL BRAKE AND RUDDER PEDAL SIMULTANEOUSLY, BUT THE AIRPLANE DID NOT RESPOND. THE FLIGHT INSTRUCTOR SAID THAT HE ALSO DEPRESSED HIS LEFT RUDDER PEDAL. THE AIRPLANE WAS NOT EQUIPPED WITH WHEEL BRAKE CONTROLS AT THE FLIGHT INSTRUCTOR'S POSITION. IT PROCEEDED OFF THE RIGHT SIDE OF THE RUNWAY (OFF ABRUPT RUNWAY EDGE), ENCOUNTERED SOFT MUD, AND FLIPPED OVER. AN ON-SCENE EXAMINATION OF THE LANDING GEAR, WHEEL, AND BRAKE ASSEMBLY FOUND THEM TO BE IN PROPER WORKING ORDER.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 850 hours in all; 30 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 700 as pilot in command; 476 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,123 hours
- Last inspection: annual inspection, June 7, 1993; 15 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Departed from: MRI Merrill Field AK at 8:45 pm
- Destination: Z41
- Flight plan: none
- Runway 31, 2,200 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
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.