Piper PA-18 accident near Port Alsworth, Alaska, May 30, 1999
On May 30, 1999 at about 11:45 pm local time, a Piper PA-18, registered N8570C, was substantially damaged in an accident near Port Alsworth, Alaska (Port Alsworth airport). 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 inadequate compensation for a crosswind. A factor associated with the accident is a crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 1999 · about 11:45 pm local time
- Place
- Port Alsworth, Alaska · Port Alsworth · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18 · all PA-18s on the register
- Registration
- N8570C · registry record · serial 18-2722
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was attempting a southerly departure from a 3,000 feet long gravel airstrip, in a tundra tire equipped, tailwheel airplane. He stated that during the takeoff roll, a gust of wind caused the airplane to veer to the left. He applied full right aileron and right rudder, but the airplane continued to veer left. The left wing struck a stand of trees, and pivoted about 90 degrees to the left. The pilot noted that there were no preaccident mechanical anomalies with the airplane. The airplane sustained substantial damage to the left wing, and fuselage. The closest official weather observation station is Port Alsworth. On May 30, at 1548, an Aviation Routine Weather Report (METAR) was reporting in part: Wind, 209 (magnetic) degrees at 11 knots; visibility, 30 statute miles; clouds, 4,000 feet broken, 8,000 feet broken; temperature, 50 degrees F; dew point, 41 degrees F; altimeter, 29.75 inHg.
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
- Flight time: 618 hours in all; 5 in this make and model; 15 in the last 90 days; 14 in the last 30 days; 618 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: MRI Anchorage AK at 4:40 pm
- Destination: IGG Igiugig AK
- Flight plan: VFR
- Runway 18, 3,000 ft
Weather at the time
- Light: daylight
- Wind: from 209° at 11 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 4,000 ft; not recorded
- Temperature: 50°F (10°C), dew point 41°F (5°C)
- Altimeter: 29.00 inHg
- Observation at 6:48 pm from PAL
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 N8570C 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.