Piper PA-18-150 accident near Manhattan, Montana, August 11, 2024
On August 11, 2024 at about 4:34 pm local time, a 1976 Piper PA-18-150, registered N8576Y, was substantially damaged in an accident during enroute near Manhattan, Montana (Bozeman Yellowstone Intl 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).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 2024 · about 4:34 pm local time
- Place
- Manhattan, Montana · Bozeman Yellowstone Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150, built 1976 · all PA-18-150s on the register
- Registration
- N8576Y · registry record · serial 18-8889
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor pilot was giving dual instruction to a pilot-rated student. He reported that soon after departure, the airplane engine RPM reduced to idle. The pilot verified the throttle was at full power, adequate fuel was in both tanks and subsequently applied carburetor heat, which restored the engine to full power. After 10 seconds the RPM began surging and the pilot then turned the carburetor heat off. He turned the carburetor heat on again and pumped the throttle repeatedly while the power continued to surge until the engine quit and he lost all power. They were unable to restart the engine and landed the airplane in a nearby agricultural field. The airplane came to rest inverted, which resulted in substantial damage to the vertical stabilizer. The engine ran normally on the ground after the airplane was returned to its upright position following the accident. When the temperature and the dewpoint near the time of the accident were plotted on a carburetor icing probability graph, it was revealed that the airplane was likely operating in meteorological conditions conducive to the formation of carburetor icing (for glide power settings). 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
- Loss of engine power (total) during enroute defining event
- Attempted remediation/recovery during enroute
- Off-field or emergency landing during landing
- Nose over/nose down during landing
- Evacuation during post (impact)
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on operation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 544 hours in all; 293 in this make and model; 80 in the last 90 days; 36 in the last 30 days; 443 as pilot in command; 33 on instruments
- Last flight review: July 1, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 220 hours in all; 5 in this make and model; 7 in the last 90 days; 4 in the last 30 days; 154 as pilot in command; 0 on instruments
- Last flight review: May 3, 2024
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 4,477.7 hours
- Last inspection: annual inspection, April 5, 2024; 28.8 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 4,495 hours total
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.17 inHg
- Observation at 10:56 am from KBZN, 8 miles away
Weather report (METAR): METAR KBZN 111656Z 00000KT 10SM CLR 18/11 A3017 RMK AO2 SLP193 T01830111=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on February 27, 2025. 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, 11 pages | View Download |
| 2 | Pilot Student Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 3 | Photo | PDF, 1 page · our copy | View Download |
| 4 | Most Recent Maintenance Records | PDF, 6 pages | View Download |
| 5 | Memorandum for Record A�� Telephone Interview, Wx Witness Pilot | PDF, 1 page | View Download |
| 6 | FAA Special Airworthiness Information Bulletin - Carburetor Icing Prevention | PDF, 3 pages | View Download |
| 7 | Piper Aircraft - PA-18-150 Owner's Handbook Excerpt | PDF, 3 pages | View Download |
| 8 | Video Recovery Mechanic Engine Run | video | 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 N8576Y 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.