Piper PA-18A-150 accident near Ephrata, Washington, June 25, 2000
On June 25, 2000 at about 4:30 pm local time, a Piper PA-18A-150, registered N6775B, was substantially damaged in an accident near Ephrata, Washington (Ephrata Muni airport). It was an instructional 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).
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The NTSB's probable cause their words, unchanged
The pilot-in-command's failure to maintain directional control during landing roll.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 2000 · about 4:30 pm local time
- Place
- Ephrata, Washington · Ephrata Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18A-150 · all PA-18A-150s on the register
- Registration
- N6775B · registry record · serial 18-5008
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command, a commercial pilot, was getting checked out on a glider club tow plane by the glider club's 'check out pilot', a Canadian citizen with a Canadian glider pilot license and Canadian private pilot certificate valid for single-engine land airplanes (but whose U.S. private pilot certificate carried only a glider rating.) The pilots reported that about 100 feet into the landing roll from a steep approach (which the 'check out' pilot reported was a typical tow plane approach profile due to tow rope considerations), which began smoothly, the plane's left wing lifted and the plane began to veer to the right. The pilot-in-command reported that he unsuccessfully attempted to correct the motion with up to full left rudder, and both pilots reported that the 'check out' pilot applied power, but the plane continued up to about 90 degrees to the right of the runway heading, the plane's left gear broke, and the airplane's left wing contacted the ground. The operator's NTSB accident report indicated that no mechanical malfunction or failure was involved in the accident.
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: single-engine land; instrument: airplane
- Flight time: 360 hours in all; 1 in this make and model; 42 in the last 90 days; 15 in the last 30 days; 254 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 5,280 hours
- Last inspection: annual inspection, March 6, 2000; 55 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
The flight
- Departed from: EPH at 4:10 pm
- Flight plan: none
- Runway 2, 6,700 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 7 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 3:50 pm from EPH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Other NTSB records under N6775B the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA00LA114.