# NTSB ANC18LA051: Piper PA18, N7675D, Anchorage, AK, June 29, 2018 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: June 29, 2018, 13:07 local (21:07 UTC) - Place: Anchorage, AK - Coordinates: 61.186668, -149.96611 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=61.1867&lon=-149.9661&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Fuel starvation](https://openairdocs.org/ntsb-events/191) - Highest injury: Minor injuries - Injuries: 1 minor, 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Alaska Regional Office - Parties: FAA FSDO - NTSB case key (mKey): 97649 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC18LA051 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/97649/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=97649 - Page: https://openairdocs.org/ntsb/ANC18LA051 ## Probable cause The total loss of engine power due to fuel starvation for reasons that could not be determined, which resulted in impact with and subsequent sliding across terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Unknown/Not determined (probable cause); cases with it: [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Fuel starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The airline transport pilot stated that he and the pilot-rated passenger fueled the airplane from his private fuel tank at his floatplane slip before the flight and that the preflight inspection and engine run-up were normal. He was conducting a takeoff from the rear seat with a pilot-rated passenger in the front seat. When the airplane was between about 100 and 200 ft above ground level, the engine started to “sputter” and lose power. The pilot attempted to restore power by cycling the throttle to no avail. Realizing he would not be able to land on the water, he turned the airplane to land on a nearby gravel runway. He asked the pilot-rated passenger to check that the fuel selector valve was in the “on” position, and he responded that it was. He could not recall the impact attitude or the impact itself. The passenger’s statement corroborated the pilot’s statement, but he added that the airplane landed with a nose-high attitude and then banked right. Impact ground scars were evident across a gravel taxiway and a grassy area next to the runway. The airplane sustained substantial damage to the fuselage and wings. The engine was found attached to the airframe and intact, and the fuel and oil lines were secure. Postaccident examination of the engine and fuel system revealed that there was corrosion on the top spark plugs, and no spark could be produced at the leads; however, these were likely caused by the airplane’s exposure to water with the engine cowling off during the 2 months after the accident. No fuel was present in the carburetor or the fuel line from the fuel strainer to the engine. The fuel tanks had sufficient fuel and no water or debris was found in fuel samples from the fuel system or from the pilot’s private fuel tank. One of the propeller blades was found straight with extensive trailing edge impact damage and dirt and grass dried onto the cambered face, indicative of no rotation at impact. No evidence of any preaccident mechanical malfunctions or failures were noted with the engine or airframe that would have precluded normal operation. Based on the evidence, it is likely that fuel was not reaching the engine, which led to fuel starvation and a subsequent total loss of engine power. ## Factual narrative On June 29, 2018, about 1307 Alaska daylight time, a float-equipped Piper PA-18 airplane, N7675D, sustained substantial damage when it was involved in an accident at Lake Hood Seaplane Base (LHD), Anchorage, Alaska. The pilot sustained minor injuries and the passenger was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he and the pilot-rated passenger fueled the airplane before the flight from his private fuel tank at his floatplane slip and that the preflight inspection and engine run-up were normal. The pilot was conducting a takeoff from the rear seat. During the initial climb from the north water lane, when the airplane was between about 100 and 200 ft above ground level (agl), the engine began to "sputter" and lose power. Realizing he would not be able to land on the water, the pilot turned the airplane to land on a nearby gravel runway and asked the passenger to check that the fuel selector valve was in the "on" position, and he responded that it was. He "pumped" the throttle to restore power to no avail. The airplane subsequently impacted the grassy area between the runway and a taxiway. The passenger statement corroborated the pilot’s statement, but he added that the airplane landed with a nose-high attitude and then banked right. The airplane then slid across a taxiway and another grassy area and sustained substantial damage to the fuselage and wings. The airplane came to rest on a heading of about 070°. Examination of the airplane revealed that it had sustained substantial damage to the fuselage and wings. At the accident site, a large amount of fuel was observed leaking from the left wing root. Examination of the pilot’s private fuel tank and system revealed that some debris was in the fuel nozzle, but no water or debris was found in a fuel sample taken from the nozzle. Postaccident examination of the engine and fuel system was conducted 2 months after the accident, during which time, the engine cowling was off, and the wreckage and engine were exposed to rain. The engine was attached to the airframe and intact, and the fuel and oil lines were secure. The fuel selector switch was found positioned to the “left fuel on” position. The propeller assembly remained connected to the engine crankshaft and could be rotated by hand. One propeller blade had a rearward curl and slight S bend at the outer 8 inches and exhibited leading edge impact damage and scrapes. The other blade was straight with extensive trailing edge impact damage and dirt and grass dried onto the cambered face. Corrosion and some carbon deposits were found around the spark plug threads, gasket, and neck. Spark could not be produced at the leads when the propeller was rotated. The magnetos were then bench tested with no anomalies noted. The propeller and crank shaft could be manually rotated, and crank case and valve train continuity was established. The fuel strainer was full of fuel, and minimaldebris was present. The fuel line from the strainer to the engine and the carburetor had no fuel present, and no blockages were found. All fuel samples taken from the system and all system filters were clear of sizeable debris, consistent with avgas, and no water was found. No evidence of any preaccident mechanical malfunctions or failures were found that would have precluded normal engine operation. ## Aircraft - Registration: N7675D (not matched to a registry record) - Reported make and model: Piper PA18 (150) - Category: Airplane - Serial number: 18-5897 - Year built: 1957 - Airframe hours: 2772 - Engines: Lycoming O-320-B2B 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 2, 2017, 6.6 hours before - Destination: Rainy Pass, AK - Flight plan: Unknown - Airport: LHD, Lake Hood, runway 14/32, 2,200 × 75 ft, gravel ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 83; injuries: minor; airline transport, sport pilot; airplane ratings: single-engine land, multi-engine land, single-engine sea; last flight review June 9, 2015; seat: rear; restraint: 3-point; flight hours: 25,000 total, 600 in this make and model, 16,000 as pilot in command, 2.5 in the last 90 days, 2.5 in the last 30 days - Pilot-rated passenger; injuries: none; commercial, private; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; seat: front; restraint: 3-point ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 11,000 ft broken - Temperature: 63 °F, dew point 46 °F - Altimeter: 29.79 inHg - Observed at: PALH, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20180629008839A](https://openairdocs.org/incident/20180629008839A), Jun 29, 2018: Piper PA-18-150, Anchorage, AK, Substantial damage. Seaplane takeoff headed north, climbed to approx 200', loss/partial loss of power. Descending, turned right toward gravel runway, crashed into soft boggy marsh… ## Docket (5 files) The files NTSB released with the investigation on May 6, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=97649. 3.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 901 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11973909&FileExtension=pdf&FileName=image2018-07-09-170805_Redacted-Rel.pdf - Record of conversation pilot (item 2, PDF, 1 page, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11973568&FileExtension=pdf&FileName=ROC%20pilot-Rel.pdf - Record of conversation passenger (item 3, PDF, 1 page, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11973751&FileExtension=pdf&FileName=ROC%20pax%20Pomeroy-Rel.pdf - Examination summary (item 4, PDF, 6 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12094909&FileExtension=pdf&FileName=ANC18LA051%20Examination%20Summary%20V2-Rel.pdf - Photographs (item 5, PDF, 2 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11973834&FileExtension=pdf&FileName=Photos-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.