# NTSB ANC19LA054: Piper PA 18, N7071B, Beluga, AK, September 23, 2019 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: September 22, 2019, 16:30 local (Sep 23, 2019, 00:30 UTC) - Place: Beluga, AK - Coordinates: 69.219818, -146.790786 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=69.2198&lon=-146.7908&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Alaska Regional Office - Parties: FAA Polaris CMO - NTSB case key (mKey): 100338 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC19LA054 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/100338/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=100338 - Page: https://openairdocs.org/ntsb/ANC19LA054 ## Probable cause The pilot’s decision to perform a takeoff with an overweight float-equipped airplane, which resulted in diminished climb performance. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Runway/land/takeoff/taxi surface](https://openairdocs.org/ntsb-findings/03023000): Environmental issues › Physical environment · Contributed to outcome (probable cause); cases with it: [Piper PA-18, 3 cases](https://openairdocs.org/ntsb-findings/03023000/cases.md?model=7101802), [All aircraft, 253 cases](https://openairdocs.org/ntsb-findings/03023000/cases.md) - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-18, 1 case](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=7101802), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md) - [Aircraft capability: maximum weight](https://openairdocs.org/ntsb-findings/01061035): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Piper PA-18, 1 case](https://openairdocs.org/ntsb-findings/01061035/cases.md?model=7101802), [All aircraft, 152 cases](https://openairdocs.org/ntsb-findings/01061035/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-18, 12 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7101802), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Aircraft loading event](https://openairdocs.org/ntsb-events/010); cases with it: [Piper PA-18, 1 case](https://openairdocs.org/ntsb-events/010/sequence.md?model=7101802), [All aircraft, 84 cases](https://openairdocs.org/ntsb-events/010/sequence.md) - [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) (defining event); cases with it: [Piper PA-18, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=7101802), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-18, 19 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7101802), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot performed a takeoff in his float-equipped airplane from a small lake with one passenger. The pilot estimated the lake to be 750 ft long, the weight of the airplane at 1,716 lbs, and the wind to be light and variable between 3 and 8 knots. He applied full power with one notch of extended flaps. At 40 mph, he extended the flaps another notch and the airplane lifted off the water, but it was unable to climb. The pilot and passenger stated that they did not observe or hear any abnormal engine indications. According to the pilot, the airplane descended to the ground beyond the lake, and the right float and wing impacted the ground. The airplane sustained substantial damage to the fuselage and right wing. The night of the accident, the pilot stated that he overloaded the airplane with moose meat and was forced to land after takeoff; he later stated that he did not know what caused the lack of climb performance, but “maybe it was a lack of engine power.” Additionally, he reported that he estimated the meat’s weight without weighing it, but he was confident that, including the load, the airplane’s takeoff weight was within the maximum gross weight limit, which was 1,760 lbs. The investigation was unable to determine the actual takeoff weight of the airplane due to the remote location of the accident and inaccessibility of the evidence. Postaccident engine examination and an engine test run revealed no anomalies that would have prevented normal operation. Given the pilot’s initial statement that the airplane was overloaded, his failure to weigh the load, and no evidence of engine anomalies, it is likely that the moose meat weighed more than the pilot estimated and that the airplane was overweight during the takeoff from the small lake. ## Factual narrative On September 22, 2019, about 1630 Alaska daylight time, a float-equipped Piper PA-18, N7071B, was substantially damaged when it was involved in an accident near Beluga, Alaska. The private pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that, on the day of the accident, he and the passenger harvested a moose on a small lake that he estimated to be 750 ft in length and decided to use the float plane to shuttle the meat to their hunting camp on another lake. Before loading the meat, the pilot flew multiple passes over the small lake and observed no hazards. He then performed a confined area landing and a practice takeoff without the load to assess the hazards and wind conditions. He observed light and variable winds from 3 to 8 knots and no problem taking off within the short distance. The passenger stated that there was a headwind during the practice takeoff and no wind after the accident, and they loaded a portion of the meat in the belly pod and the floats. The pilot stated that he was experienced at estimating meat weight and that the airplane’s takeoff weight was below the maximum gross weight of 1,760 lbs. According to the pilot, there were no known mechanical issues with the airplane and the runup was normal. He conducted the takeoff from the lake with one notch of flaps extended. At 40 mph indicated airspeed, he extended another notch of flaps, and the floatplane successfully lifted off the water but was unable to climb. The pilot and passenger stated that they did not observe or hear any abnormal engine indications. The airplane descended to the ground beyond the lake, the right float and wing impacted the ground, and the airplane sustained substantial damage to the fuselage and right wing. The night of the accident, the pilot stated that he overloaded the airplane with the moose meat and was forced to land after takeoff; he later stated that he did not know what caused the lack of climb performance, but “maybe it was a lack of engine power.” The pilot provided the estimated weights as: crew 365 lbs, fuel 78 lbs, meat in belly pod 60 lbs, meat in floats 50 lbs, and survival bag 9 lbs. The total estimated weight was 1,716 lbs, and the allowable maximum gross weight of the airplane was listed as 1,760 lbs in the airplane’s most recent weight and balance document. The passenger stated that there were no mechanical issues with the airplane and that the only abnormalities he observed during the takeoff were the lack of climb performance and the engine going quiet immediately before impact. Postaccident examination of the engine revealed that the engine was intact with no loose lines, leaks, or impact damage. Engine control continuity was established. The propeller was attached and turned smoothly by hand, and the blades were undamaged. The ignition harness and spark plugs were intact. A fuel sample obtained from the fuel filter was consistentwith avgas and free of contamination. There were no abnormalities noted in the air intake or exhaust system. During a test run, the engine was started and advanced to 2,300 rpm with no anomalies noted. The investigation did not obtain the actual weight of the airplane’s contents due to the remote location of the accident. ## Aircraft - Registration: [N7071B](https://openairdocs.org/aircraft/N7071B), registered now, S/N 18-5146, built 1956 (OpenAirDocs) - Reported make and model: Piper PA 18 (150) - Registry model: [Piper PA-18](https://openairdocs.org/model/piper-pa-18) (registry code 7101802) (OpenAirDocs) - Registry engine: [Continental C90 series](https://openairdocs.org/engine/continental-c90-series) (registry code 17009, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18-5146 - Year built: 1956 - Airframe hours: 2600 - Engines: Lycoming O-320-B2B 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 5, 2019 - Departed: Beluga, AK - Destination: Beluga, AK ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 34; injuries: none; private; airplane ratings: single-engine sea, single-engine land; medical: class 3, without waivers/limitations; seat: front; flight hours: 300 total ## Weather - Conditions: Visual (VMC), Day - Wind: 40° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 14,000 ft broken - Temperature: 54 °F, dew point 37 °F - Altimeter: 29.55 inHg - Observed at: PANC, 36 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 20190922018229A](https://openairdocs.org/incident/20190922018229A), Sep 22, 2019: Piper PA-18, Beluga, AK, Substantial damage. [privacy data omitted](PIC) stated prior to landing his plane, he observed the area and once on the ground he used a range finder to obtain approximate… ## Other investigations on N7071B (1) 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. - [NTSB MKC74DER66](https://openairdocs.org/ntsb/MKC74DER66), Jun 18, 1974: Piper PA-18 (N7071B), Fergus Falls, MN, substantial damage ## Docket (6 files) The files NTSB released with the investigation on November 4, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=100338. 53.2 MB in all. - Record of conversation (pilot) (item 1, PDF, 2 pages, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12246506&FileExtension=pdf&FileName=ROC%20Pilot%20Olson-Rel.pdf - Record of conversation (passenger) (item 2, PDF, 2 pages, 153 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12246231&FileExtension=pdf&FileName=ROC%20Pax%20Nevin-Rel.pdf - Engine test run memo (item 3, PDF, 1 page, 123 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12250460&FileExtension=pdf&FileName=Engine%20Run%20Memo-Rel.pdf - Logbook excerpts and weight and balance (item 4, PDF, 5 pages, 25.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12266645&FileExtension=pdf&FileName=Logbooks%20master%20_Redacted-Rel.pdf - Engine test video (item 5, MOV, 24.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12250362&FileExtension=mov&FileName=IMG_0016-Rel.mov - Photos (item 6, PDF, 2 pages, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12247003&FileExtension=pdf&FileName=Photo%20LA054-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.