# NTSB ANC21FA028: Piper PA-18A, N1968P, Anchorage, AK, March 29, 2021 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Field · Final report - Date: March 28, 2021, 16:00 local (Mar 29, 2021, 00:00 UTC) - Place: Anchorage, AK - Coordinates: 61.176084, -149.94358 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=61.1761&lon=-149.9436&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Alaska Regional Office - Parties: FAA - NTSB case key (mKey): 102826 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC21FA028 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/102826/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=102826 - Page: https://openairdocs.org/ntsb/ANC21FA028 ## Probable cause A total loss of engine power for reasons that could not be determined based on the available evidence. ## 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: [Piper PA-18A, 2 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7101804), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-18A, 3 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7101804), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Piper PA-18A, 2 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=7101804), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-18A, 2 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7101804), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-18A, 10 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7101804), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Before landing, the pilot selected a different fuel tank, and during final approach, the engine lost total power. The pilot switched fuel tanks while maneuvering the airplane for a forced landing, during which the left wing impacted a light pole and the airplane spun to the left before impacting the ground in a nose-down attitude. A postaccident examination of the airplane revealed no mechanical failures or malfunctions that would have precluded normal operation, and the reason for the loss of engine power could not be determined based on the available information. The temperature and due point spread made it unlikely for carburetor icing conditions at the time of the accident. ## Factual narrative On March 28, 2021, about 1600 Alaska daylight time, a Piper PA-18-A, N1968P, was substantially damaged when it was involved in an accident near Anchorage, Alaska. The pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he departed with about 18 gallons of fuel onboard the airplane and initially selected the left fuel tank for takeoff, and then switched to the right fuel tank after the airplane was established in cruise flight. Nearing the destination, he switched the fuel tank selector back to the left fuel tank for landing and applied the carburetor heat. He added that, the traffic he was following was asked to extend their landing for additional traffic and requested a long landing. He subsequently slowed the airplane to approach speed for spacing and applied half flaps. As the pilot was starting his final approach, the engine lost partial power, followed by a complete loss of power. He switched the fuel tank selector back to the right fuel tank and turned off the carburetor heat while pitching to obtain best glide speed. Unable to clear the obstacles, he “turned left (south)” to line up with a nearby road. He then applied full flaps and declared an emergency. During the forced landing, the left wing impacted a light pole and the airplane spun to the left before impacting the ground in a nose-down attitude. When the airplane came to a stop, the pilot stated there was gas “pouring out of something” behind him. He moved the fuel selector to the “OFF” position and exited the airplane without further incident. The airplane sustained substantial damage to the left wing and fuselage. When the temperature and dew point were entered into the Federal Aviation’s carburetor icing probability graph, it revealed a low likelihood of carburetor icing conditions. During the recovery from the accident site, about 4.4 gallons of fuel was drained from the airplane, about 2 gallons per wing tank. A Federal Aviation Administration inspector examined the airplane after recovery. He drained about 2 cups of clean fuel out of the gascolator. The engine controls and cables were all attached, and continuity was established. He noted that the carburetor was broken on the engine mount and contained no fuel. The fuel system exhibited continuity with no blockages noted. The spark plugs appeared normal and the engine exhibited internal continuity. Compression was found on all cylinders. The magnetos were removed and sent to a local test facility, where they operated as designed. No preaccident mechanical failures or malfunctions were found with the airplane that would have precluded normal operation. ## Aircraft - Registration: [N1968P](https://openairdocs.org/aircraft/N1968P), registered now, S/N 18-4200, built 1957 (OpenAirDocs) - Reported make and model: PIPER PA-18A - Registry model: [Piper PA-18A](https://openairdocs.org/model/piper-pa-18a) (registry code 7101804) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18-4200 - Year built: 1957 - Airframe hours: 6573.31 - Engines: LYCOMING O-320-A2D 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, February 26, 2021 - Departed: UUO, Willow, AK - Destination: Same as departure - Airport: LHD, Lake Hood, runway W, 4,541 × 188 ft, snow - Equipment: Handheld GPS, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; injuries: minor; airline transport, private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review October 18, 2020; seat: front; restraint: 4-point; flight hours: 4,217 total, 12.5 in this make and model, 3,027.8 as pilot in command, 211.1 in the last 90 days, 122.3 in the last 30 days, 1.2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 50° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 8,000 ft overcast - Temperature: 30 °F, dew point 16 °F - Altimeter: 30.24 inHg - Observed at: PALH, 1 nm away - METAR: PALH 282353Z 05006KT 10SM OVC080 M01/M09 A3024 RMK AO2 SLP243 T10111089 11011 21061 56018 ## 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 20210328005359A](https://openairdocs.org/incident/20210328005359A), Mar 28, 2021: Piper PA-18A, Anchorage, AK, Substantial damage. Pilot's total time in a PA18(accident aircraft) is 12 hours with no recent time in the aircraft. This flight was to regain currency in the PA18. The pilot was… ## Docket (7 files) The files NTSB released with the investigation on April 19, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=102826. 3.7 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 719 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12317583&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Pilot roc (item 2, PDF, 1 page, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12318643&FileExtension=pdf&FileName=Pilot%20ROC-Rel.pdf - FAA roc (item 3, PDF, 3 pages, 881 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12317830&FileExtension=pdf&FileName=FAA%20ROC-Rel.pdf - Recovery crew roc (item 4, PDF, 2 pages, 450 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12317248&FileExtension=pdf&FileName=Recovery%20Crew%20ROC-Rel.pdf - Magneto test notes (item 5, PDF, 3 pages, 552 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12317063&FileExtension=pdf&FileName=Mag%20notes_Redacted-Rel.pdf - Recovery roc (item 6, PDF, 1 page, 211 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12317411&FileExtension=pdf&FileName=Recovery%20ROC-Rel.pdf - Accident pictures (item 7, PDF, 3 pages, 783 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12318490&FileExtension=pdf&FileName=Accident%20Pictures-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.