Piper PA-18 accident near Levelock, Alaska, August 1, 1999
On August 1, 1999 at about 3:10 am local time, a Piper PA-18, registered N693JB, was substantially damaged in an accident near Levelock, Alaska. It was a business 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 pilot's selection of an unsuitable landing site.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 1999 · about 3:10 am local time · cases in 1999
- Place
- Levelock, Alaska · 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
- N693JB · registry record · serial 18-1255
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot told the NTSB investigator-in-charge that during an off airport landing on tundra, the tundra tire equipped airplane nosed over, damaging the left wing tip rib, and the overhead crossbar in the cabin roof. He said there were no preaccident anomalies with the airplane.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,328 hours in all; 567 in this make and model; 193 in the last 90 days; 27 in the last 30 days; 1,226 as pilot in command; 4 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 4,578 hours
- Last inspection: 100-hour inspection, April 3, 1999; 128 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: AKN King Salmon AK at 10:00 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 260° at 10 knots
- Sky: broken clouds at 1,700 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.
Connections how this case links to the rest of the register
- N693JB on the register today · the tail number may have moved to another aircraft since
- Piper PA-18 Super Cub 3,620 registered today · the model family and its accident history
- Piper 44,842 aircraft on the register
- Engine: Lycoming O-320-E2A 100 aircraft carry this series today · as the NTSB recorded it
- King Salmon Airport · departed from
- Accidents and incidents in Alaska 5,932 since 1982 · 825 in the last ten years
- Alaska 9,142 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ANC99LA104.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.