Wsk-Mielec AN-2 accident near Loxley, Alabama, April 11, 2011
On April 11, 2011 at about 5:16 pm local time, a Wsk-Mielec AN-2, registered N122AN, was substantially damaged in an accident during enroute (cruise) near Loxley, Alabama. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to internal failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 2011 · about 5:16 pm local time
- Place
- Loxley, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk-Mielec AN-2
- Registration
- N122AN · registry record · serial 1G176-31
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during cruise flight the engine began to run rough and lose power. He heard a loud metallic sound; the engine vibrated violently and then lost power. He performed a forced landing to a farm field, and the airplane nosed over in the soft terrain, resulting in substantial damage to the wings. A postaccident inspection revealed that the crankshaft would not rotate. An internal inspection of the cylinders and spark plugs did not reveal a reason for the power loss. The oil system was examined and there were large amounts of metal particles in the oil. Due to a lack of suitable equipment and facilities, further disassembly of the engine was not attempted.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,888 hours in all; 21 in this make and model; 68 in the last 90 days; 26 in the last 30 days; 3,812 as pilot in command; 1,874 on instruments
- Last flight review: February 5, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 10,371 hours
- Last inspection: 100-hour inspection, September 1, 2010; 21 hours since
- Maximum gross weight: 12,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Wsk-Pzl ASZ-621R (piston); 0 hours total
- Operator: Vertol Systems Company, Inc.
The flight
- Departed from: DTS Ft Walton Beach FL at 4:18 pm
- Destination: DRI De Ridder LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 13 knots, gusting 21
- Visibility: 10 statute miles
- Sky: broken clouds at 6,500 ft; a few clouds at 1,300 ft
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 29.95 inHg
- Observation at 8:53 pm from BFM, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.