Piper PA18 accident near Central, Alaska, August 26, 2016
On August 26, 2016, a 1958 Piper PA18, registered N9575D, was substantially damaged in an accident during landing (landing roll) near Central, Alaska. It was flown under charter and air-taxi rules (Part 135). 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 decision to taxi on unsuitable terrain after landing, which resulted in an encounter with a washed out ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2016
- Place
- Central, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA18 150, built 1958 · all PA18s on the register
- Registration
- N9575D · registry record · serial 18-6757
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he diverted to an un-published airstrip along his route due to poor visibility. The pilot further reported that after a normal landing, he was taxing to reposition the airplane and the right main landing gear dropped into a washed out ditch. The right wing impacted the ground and was substantially damaged. The pilot did not report any mechanical malfunction or failure with the airplane that would have precluded normal operation.
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
- Abnormal runway contact during landing (landing roll) defining event
- Collision with terrain or object (not controlled flight into terrain) during taxi
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Environmental issues › Physical environment › Runway/land/takeoff/taxi surface › (general) › Effect on equipment
- cause Environmental issues › Physical environment › Runway/land/takeoff/taxi surface › (general) › Awareness of condition
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 10,250 hours in all; 6,000 in this make and model; 10,100 as pilot in command
- Last flight review: July 7, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
Passenger
- Seat: ctr
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection, August 19, 2016; 7,766 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 2,459 hours total
- Operator: Swift Fork Air
The flight
- Departed from: NONE Central AK
- Destination: AK28 Fairbanks AK
Weather at the time
- Light: daylight
- Wind: from 210° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft; a few clouds at 1,000 ft
- Temperature: 59°F (15°C), dew point 57°F (14°C)
- Altimeter: 30.15 inHg
- Observation at 11:53 pm from PAFA, 76 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on October 18, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photo (Courtesy of FAA) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.