Piper PA-12 accident near Anchorage, Alaska, September 16, 1996
On September 16, 1996 at about 11:45 pm local time, a Piper PA-12, registered N7658H, was substantially damaged in an accident near Anchorage, Alaska. It was a personal 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
the pilot's improper planning/decision, which resulted in loss of engine power due to fuel exhaustion. A factor associated with the accident was: the erroneous (false) indication of the fuel sight tubes.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 1996 · about 11:45 pm local time
- Place
- Anchorage, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N7658H · no longer on the register · serial 12-537
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he had approximately 4.5 hours of fuel on board. He indicated that he tried to conserve fuel during his flight by operating the airplane at a reduced power setting, because he knew that the flight time would be close to the airplane's fuel flight time limits. The engine began to sputter as he was crossing Knik Arm. He applied carburetor heat and noted a small improvement in engine RPM. The engine then lost all power. The pilot stated he attempted to land on water, but was unable to reach the water. He landed on mud flats, and the right float struck a gully during the landing. The float strut collapsed, and the airplane dragged the right wing and elevator. During repair of the airplane after the accident, a mechanic found that the fuel sight tubes would show a greater quantity of fuel than was available.
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: single-engine land; single-engine sea
- Flight time: 415 hours in all; 17 in this make and model; 365 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 3,777 hours
- Last inspection: annual inspection, August 6, 1996; 20 hours since
- Maximum gross weight: 1,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2A (piston); 0 hours total
The flight
- Departed from: 13S Lake Louise AK at 3:45 pm
- Destination: LHD AK
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots
- Visibility: 35 statute miles
- Sky: broken clouds at 800 ft; not recorded
- Temperature: 48°F (9°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N7658H 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.