Piper PA-18-150 accident near Silesia, Montana, April 6, 2002
On April 6, 2002 at about 3:07 pm local time, a Piper PA-18-150, registered N4389A, was destroyed in an accident near Silesia, Montana. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The non-certificated pilot's inadvertent entry into a stall condition at low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 2002 · about 3:07 pm local time
- Place
- Silesia, Montana · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N4389A · no longer on the register · serial 18-4798
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-certificated pilot departed Laurel, Montana, with his passenger at 0746 in the Piper PA-18-150. The wreckage was found shortly after noon the same day and there were no witnesses to the accident. Although the aircraft was extensively damaged by fire, 10-11 foot ground scars indicated a westerly track along the +5 degree up sloped terrain immediately followed by propeller slash marks 14 inches apart placing the aircraft's nose (longitudinal axis) along a west-southwest heading. The distance between the propeller slash marks and the final resting place of the aircraft's engine was 27.5 feet with the aircraft coming to rest with its longitudinal axis along an approximate north/south line (tail north). The leading edge of the left wing displayed aftward compressive damage characteristic of ground impact and the propeller spinner likewise showed aftward compressive damage. The right wing displayed no such damage. Propeller tip fragments were found embedded near the propeller ground slash marks and adjacent to the aircraft's tail. No control discontinuity nor mechanical malfunction was evident during the wreckage examination. A Garmin GPS III on board the aircraft provided 158 data points showing latitude/longitude and time beginning with the departure from Laurel and continuing up to a point coincident with the ground impact site. The track showed a marked left turn during the last moment of flight which terminated at 0807:22.
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
- Flight time: 400 in this make and model
- Medical certificate: Class 3 (expired)
- Seat: frt
- Injury: fatal
The aircraft
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 6S8 Laurel MT at 2:46 pm
- Destination: 6S1 Bridger MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 13 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 8,500 ft
- Temperature: 48°F (9°C), dew point 30°F (-1°C)
- Altimeter: 29.67 inHg
- Observation at 2:56 pm from BIL, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.