Cessna 172 accident near Meadow Lakes, Alaska, July 25, 2018
On July 25, 2018 at about 1:30 am local time, a 1956 Cessna 172, registered N171Q, was substantially damaged in an accident during initial climb near Meadow Lakes, Alaska (North Cubs Strip airport). It was a personal 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 the wrong fuel tank for departure, which resulted in fuel starvation and the subsequent total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2018 · about 1:30 am local time
- Place
- Meadow Lakes, Alaska · North Cubs Strip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 Undesignat, built 1956 · all 172s on the register
- Registration
- N171Q · registry record · serial 28197
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during the initial climb, the engine experienced a total loss of power. He added that he realized the wrong fuel tank had been selected for takeoff. He subsequently performed a forced landing on a gravel stream bed north of the runway. The airplane sustained substantial damage to both wings and the empennage. The pilot reported that there were no preaccident mechanical failures or malfunctions 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
- Fuel starvation during initial climb defining event
- Loss of engine power (total) during initial climb
- Off-field or emergency landing during landing
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,300 hours in all; 1,225 in this make and model; 123 in the last 90 days; 67 in the last 30 days; 2,260 as pilot in command
- Last flight review: May 31, 2018
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,674 hours
- Last inspection: annual inspection, April 10, 2018
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 3,114 hours total
The flight
- Departed from: 8AK8 Meadow Lakes AK
- Destination: AK12 Anchorage AK
- Flight plan: none
- Runway 32, 1,500 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; scat at 8,000 ft
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 30.13 inHg
- Observation at 1:56 am from PAWS, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N171Q 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.