Piper PA-12 accident near Valley, Washington, October 9, 2010
On October 9, 2010 at about 7:30 pm local time, a Piper PA-12, registered N2971M, was substantially damaged in an accident during landing (landing roll) near Valley, Washington. It was a positioning 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).
The NTSB's probable cause their words, unchanged
The pilot's excessive brake application during the landing roll after overshooting the intended touchdown point, resulting in a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 9, 2010 · about 7:30 pm local time
- Place
- Valley, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N2971M · registry record · serial 121363
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he elected to land in a recently mowed field at his parent's farm. He overflew some nearby ponds to verify wind conditions, which appeared to be calm. He then decided to land to the north since the field sloped uphill in that direction. During the landing sequence, the pilot stated that he touched down long and then applied the brakes with such force that the airplane nosed over onto its back, substantially damaging both the fuselage and the left wing. After exiting the airplane, the pilot noted that there was an intermittent wind blowing from the south. The pilot reported no mechanical failures or malfunctions with the airplane at the time of 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
What happened, in order
- Landing area overshoot during landing
- Nose over/nose down during landing (landing roll) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
- cause Aircraft › Aircraft systems › Landing gear system › Landing gear brakes system › Incorrect use/operation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,200 hours in all; 100 in this make and model
- Last flight review: September 1, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: 07S Oroville WA at 5:50 pm
- Destination: Valley WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 61°F (16°C), dew point 48°F (9°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.