Piper PA18 accident near Twin Falls, Idaho, February 16, 2011
On February 16, 2011 at about 3:30 pm local time, a Piper PA18, registered N7153Z, was substantially damaged in an accident during standing (engine(s) operating) near Twin Falls, Idaho (Twin Falls Joslin Field). It was flown under charter and air-taxi rules (Part 135). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to compensate for the wind, which resulted in the airplane being blown over after completion of the landing roll.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 2011 · about 3:30 pm local time · cases in 2011
- Place
- Twin Falls, Idaho · Twin Falls Joslin Field · cases near this airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA18 150 · all PA18s on the register
- Registration
- N7153Z · registry record · serial 18-7266
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot was completing multiple check rides in various airplanes that were scheduled over a couple of days. He stated that the wind was too strong the first day to complete the check ride in the accident airplane. On the second day, the pilot and the check airman departed with the wind from 180 degrees at 18 knots, gusting to 22 knots. After completing some air work, they returned for landing, and the wind had increased to 33 knots with gusts to 39 knots. The first landing attempt resulted in a go-around. The pilot successfully landed on the second attempt, and came to a full stop on the runway centerline. However, with the brakes set and the engine idling, the airplane was blown over by a quartering tail wind and came to rest inverted.
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
- Other weather encounter during standing (engine(s) operating)
- Loss of control on ground during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 43,000 hours in all; 40 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Medical certificate: Class 2
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,850 hours
- Last inspection: annual inspection, June 30, 2010
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: TWF Twin Falls ID at 2:50 pm
- Destination: TWF Twin Falls ID
- Flight plan: none
- Runway 25, 8,703 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 18 knots, gusting 25
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 25°F (-4°C)
- Altimeter: 29.45 inHg
- Observation at 3:53 pm from KTWF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on November 29, 2012. 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, 10 pages | View Download |
| 2 | FAA Inspector Notes | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N7153Z the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N7153Z on the register today · the tail number may have moved to another aircraft since
- Piper PA-18 Super Cub 3,620 registered today · the model family and its accident history
- Piper 44,840 aircraft on the register
- Engine: Lycoming O-320 27,303 aircraft carry this series today · as the NTSB recorded it
- Joslin Fld/Magic Valley Regional · nearest airport
- Accidents and incidents in Idaho 1,535 since 1982 · 287 in the last ten years
- Idaho 4,199 aircraft registered
- Other NTSB records under N7153Z 2 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/WPR11LA136.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.