GENERAL INFORMATION FOR NTSB REPORT: ANC00LA066
Data Source |
NTSB AVIATION ACCIDENT/INCIDENT DATABASE |
NTSB Report Nbr |
ANC00LA066 |
Event Id |
20001212X21139 |
Local Date |
06/09/2000 |
Local Time |
1445 |
State |
AK |
Event Type |
ACCIDENT |
Injury Severity |
NONE |
Record Status |
FINAL |
Mid Air Collision |
NO |
Event Location |
OFF AIRPORT/AIRSTRIP |
WEATHER INFORMATION
Weather Briefing Complete |
NOT PERTINENT |
Basic Weather Conditions |
VISUAL METEOROLOGICAL COND |
Light Condition |
DAY |
Cloud Condition |
CLEAR |
Cloud Height above Ground Level (ft) |
0 |
Ceiling Height above Ground Level (ft) |
0 |
Cloud Type |
BROKEN |
Visibility RVR (ft) |
0 |
Visibility RVV (sm) |
0 |
Visibility (sm) |
60 |
Wind Direction (deg) |
360 |
Wind Condition Flag |
U |
Wind Speed (knots) |
8 |
Wind Condition Indicated |
Unknown |
AIRCRAFT INFORMATION
Aircraft 1
Type of Operation |
PART 91: GENERAL AVIATION |
Registration Number |
N9739P |
Aircraft Make |
PIPER |
Aircraft Model |
PA18 |
Aircraft Series |
150 |
Aircraft Damage |
SUBSTANTIAL |
Aircraft Fire |
NONE |
Aircraft Explosion |
NONE |
Aircraft Type |
AIRPLANE |
Aircraft Homebuilt |
UNKNOWN |
Phase of Flight |
UNDEFINED |
Aircraft Use |
PERSONAL |
Flight Plan Filed |
NONE |
Operator Name |
|
Operator Doing Business As |
|
Owner Name |
MICHAEL C. GARDINO |
Number of Seats |
2 |
Number of Engines |
1 |
ELT Installed |
YES |
ELT Operated |
YES |
Departure Airport Id |
|
Departure City |
HILLTOP A/S |
Departure State |
ALASKA |
Last Departure Point |
NO |
Destination Airport Id |
SKW |
Destination City |
SKWENTNA |
Destination State |
ALASKA |
Runway Id |
0 |
Air Carrier Operating Certificates |
NO |
Air Carrier Other Operating Certificates |
UNKNOWN |
Rotocraft/Agriculture Operating Certificate |
UNKNOWN |
Cert Max Gross Wgt |
1750 |
ENGINE INFORMATION
Aircraft 1 - Engine : #1
Engine Manufactuer
| Lycoming |
Engine Model
| O-320-A2B |
Engine Horsepower
| 150 |
Engine Thrust
| HP |
Carb/Injection
| CARBURETOR |
INJURY INFORMATION
Injury Summary for Aircraft 1
|
Fatal |
Serious |
Minor |
None |
Crew |
0 |
0 |
0 |
0 |
Pass |
0 |
0 |
0 |
0 |
Total |
0 |
0 |
0 |
1 |
Sequence of Events for Aircraft 1
Occurrence #1 LOSS OF ENGINE POWER (TOTAL) - NON-MECHANICAL
Phase of Operation: CRUISE
Events Sequence for Occurrence #1 of Aircraft 1
Event Seq # |
Event Group Code |
Subject |
Modifier |
Personnel |
Cause/Factor |
1 |
2 |
FUEL TANK SELECTOR POSITION |
IMPROPER |
PILOT IN COMMAND |
CAUSE |
2 |
1 |
FLUID, FUEL |
STARVATION |
|
CAUSE |
Occurrence #2 FORCED LANDING
Phase of Operation: EMERGENCY DESCENT/LANDING
Events Sequence for Occurrence #2 of Aircraft 1
Event Seq # |
Event Group Code |
Subject |
Modifier |
Personnel |
Cause/Factor |
Occurrence #3 NOSE OVER
Phase of Operation: LANDING - ROLL
Events Sequence for Occurrence #3 of Aircraft 1
Event Seq # |
Event Group Code |
Subject |
Modifier |
Personnel |
Cause/Factor |
3 |
1 |
LANDING GEAR, NORMAL BRAKE SYSTEM |
IMPROPERLY SERVICED |
|
FACTOR |
AIRCRAFT 1 PRELIMINARY REPORT
On June 9, 2000, about 1445 Alaska daylight time, a wheel equipped Piper PA-18-150 airplane, N9739P, sustained substantial damage during a forced landing at an off airport site located about 35 miles northwest of Skwentna, Alaska, at 62 degrees, 17 minutes north latitude, 151 degrees, 51 minutes west longitude. The solo certificated private pilot was not injured. The airplane was being operated as a visual flight rules (VFR) personal flight under Title 14, CFR Part 91, when the accident occurred. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated at Hilltop Airstrip, Chugiak, Alaska, about 1230.
During a telephone conversation with the National Transportation Safety Board investigator-in-charge on June 9, the pilot reported that while in cruise flight, about 200 feet above the ground, all engine power was lost. He said that the fuel selector valve was on the right fuel tank and that he intended to "run the right tank dry," then switch tanks. As the engine began to lose power, he switched the selector to the left fuel tank, but engine power was not immediately restored, and he selected a forced landing area on a sandy river bank. He added that during the landing roll, without applying the brakes, the airplane slowly nosed over. The airplane sustained substantial damage to the left wing lift strut, and rudder. The pilot stated that just prior to the accident flight he added hydraulic brake fluid to the brake system.
The pilot submitted a written report to the NTSB dated June 23. In his written report, the pilot indicated that a postaccident inspection revealed that the main wheels would not rotate. He wrote that as he bled the hydraulic brake system, both air and pressurized hydraulic fluid escaped from the bleed valve. After bleeding the hydraulic system, both wheels operated normally.
AIRCRAFT 1 FINAL REPORT
The solo private pilot reported that while in cruise flight, about 200 feet above the ground, all engine power was lost. He said that the fuel selector valve was on the right fuel tank and that he intended to 'run the right tank dry,' then switch tanks. As the engine began to lose power, he switched the selector to the left fuel tank, but engine power was not immediately restored, and he selected a forced landing area on a sandy river bank. He added that during the landing roll, without applying the brakes, the airplane slowly nosed over. The airplane sustained substantial damage to the left wing lift strut, and rudder. The pilot stated that just prior to the accident flight he added hydraulic brake fluid to the brake system. In the pilot's written report he indicated that a postaccident inspection revealed that the main wheels would not rotate. He wrote that when he bled the hydraulic brake system, both air and pressurized hydraulic fluid escaped from the bleed valve. After bleeding the hydraulic system, both wheels operated normally.
AIRCRAFT 1 CAUSE REPORT
The pilot's improper positioning of the fuel tank selector, and fuel starvation. A factor in the accident was the improper service of the airplane's hydraulic brake system.
END REPORT