Piper PA-18 accident near Mcgrath, Alaska, July 20, 1996
On July 20, 1996 at about 7:59 pm local time, a Piper PA-18, registered N2561N, was substantially damaged in an accident near Mcgrath, Alaska (Mc Grath airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper and unauthorized repair of the main landing gear by the pilot, and the pilot's decision to operate the airplane with known deficiencies.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1996 · about 7:59 pm local time
- Place
- Mcgrath, Alaska · Mc Grath · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18 · all PA-18s on the register
- Registration
- N2561N · no longer on the register · serial 18-8009038
- 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 the left, over-sized Tundra tire deflated and the left wing subsequently struck the ground while he was taxiing for takeoff at Mc Grath, Alaska. The pilot was involved in an accident a week earlier with the same airplane when the main landing gear collapsed while landing at a rural mining airstrip. At the previous accident site, the pilot made unauthorized repairs to the landing gear and wing lift struts. He fashioned a main gear leg from iron water pipe, and taped boards to the lift struts. He then elected to fly the airplane to Palmer, Alaska, so that additional repairs could be made. He made an interim stop at Mc Grath for gas, but did not seek repairs from any aviation repair facility prior to his attempted departure. Discussion with Tundra tire experts disclosed that proper landing gear geometry is essential for safe operation. If the landing gear geometry is incorrect, additional side loads will be placed on the tire, which may cause it to rotate on the rim, slicing the valve stem and allowing the tire to deflate.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,335 hours in all; 56 in this make and model
- Medical certificate: Class 3 (expired)
- Seat: frt
The aircraft
- Airframe total time: 3,313 hours
- Last inspection: annual inspection, August 3, 1995; 138 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: Kotzebue AK at 1:00 pm
- Destination: PAQ Palmer AK
- Flight plan: none
- Runway 7, 1,720 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 45 statute miles
- Sky: scat at 1,100 ft
- Temperature: 75°F (24°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 2:53 pm from MCG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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 N2561N 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.