# NTSB CEN15LA294: Boeing A75N1 (PT17), N44SN, Louisburg, KS, July 2, 2015

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: July 1, 2015, 20:30 local (Jul 2, 2015, 01:30 UTC)
- Place: Louisburg, KS
- Coordinates: 38.5625, -94.625274
- Nearby events: https://openairdocs.org/map.md?lat=38.5625&lon=-94.6253&mi=10
- Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping)
- Defining event: [Initial climb: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed, report November 5, 2015
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: FAA Flight Standards District Office
- SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs)
- NTSB case key (mKey): 91497
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN15LA294
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91497/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91497
- Page: https://openairdocs.org/ntsb/CEN15LA294

## Probable cause

A partial loss of engine power for reasons that could not be determined during postaccident examinations.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Contributed to outcome; cases with it: [Boeing A75N1(PT17), 4 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=1380134), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md)
- [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Boeing A75N1(PT17), 8 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=1380134), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md)
- [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Boeing A75N1(PT17), 2 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=1380134), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Boeing A75N1(PT17), 9 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=1380134), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md)
- [Initial climb: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) (defining event); cases with it: [Boeing A75N1(PT17), 3 cases](https://openairdocs.org/ntsb-events/120/sequence.md?model=1380134), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md)
- [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Boeing A75N1(PT17), 22 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1380134), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The pilot had been demonstrating the airplane to a prospective buyer, and they took a break from flying to talk. The pilot reported that he returned to the airplane, started the engine, and taxied it to the south end of the airstrip. He did not perform an engine run-up and did not use carburetor heat. He further stated that, when the airplane was 20 to 30 ft above the ground about midpoint of the 2,000-ft-long dry, grass runway, "it became evident" that the engine power was insufficient because the airplane had stopped climbing. The pilot said that the engine was turning but that it was not producing "as much power." The airplane's nose was high, and the pilot did not see the approaching power lines. The airplane struck and severed the power lines, nosed down, and impacted a cornfield at the north end of the field. At the time of the accident, the temperature and dew point were conducive for the accumulation of carburetor icing at glide and cruise power settings. When asked about the possibility of carburetor ice, the pilot said he did not believe it was likely to have been a factor because the hot engine had only been shut down for about 30 minutes and it had only idled for a couple of minutes before takeoff. Further, the engine was operating at takeoff power, so it is unlikely that carburetor icing caused the loss of engine power. No anomalies were noted during the examination of the airframe and engine.

## Factual narrative

On July 1, 2015, about 2030 central daylight time, a Boeing A75N1 (PT17) airplane, N44SN, collided with power lines after taking off from Random Ranch Airstrip, Louisburg, Kansas. The pilot, the sole occupant on board, was not injured. The airplane was substantially damaged. The airplane was registered to a private individual in Dakota Dunes, South Dakota, and was being operated by Aircraft Sales, Kansas City, Kansas, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The flight was originating at the time of the accident, and was destined for Miami County Airport (K81) Paola, Kansas. In a telephone conversation with the National Transportation Safety Board's duty officer, the pilot said the airplane was on consignment by the owner and he had been flying in and out of Random Ranch airstrip, a rural agricultural airstrip, located at 3400 W. 311th Coldwater Rd. He had been demonstrating the airplane to a prospective purchaser. He shut down the engine and he and his passenger disembarked and conversed for a short period of time. The pilot then boarded the airplane, started the engine, and taxied to the south end of the airstrip. He did not perform an engine run-up and did not use carburetor heat, and departed solo to the north. After liftoff and about the midpoint of the 2,000-foot long dry grass runway and at an altitude of 20 to 30 feet above the ground, "it became evident" power was insufficient as the airplane had stopped climbing. He said the engine was turning but it was not producing "as much power." The nose was high and the pilot did not see the approaching power lines. The airplane struck and severed the power lines, nosed down, and impacted a cornfield at the north end of the field. At the time of the accident, the temperature and dew point recorded at Johnson County Executive Airport (KOJC), Olathe, Kansas, located about 20 miles north of the accident site, were 28 degrees and 24 degrees Celsius (C.), respectively. Plotting these values on the Federal Aviation Administration's (FAA) Special Aviation Information Bulletin (SAIB) CE-09-35 "Carburetor Icing Prevention" chart, the data point lies at the intersection of the blue (icing at glide and cruise power) and green (serious icing at glide power) envelopes. When asked about the possibility of carburetor ice, the pilot said he did not believe it was likely to have been a factor because the hot engine had been shut down for about 30 minutes and it only idled for a couple of minutes before takeoff. No anomalies were noted during the examination of the airframe and engine.

## Aircraft

- Registration: [N44SN](https://openairdocs.org/aircraft/N44SN), registered now, S/N 75-2763, built 1941 (OpenAirDocs)
- Reported make and model: BOEING A75N1 (PT17)
- Registry model: [Boeing A75N1(PT17)](https://openairdocs.org/model/boeing-a75n1-pt17) (registry code 1380134) (OpenAirDocs)
- Registry engine: [Continental W670 series](https://openairdocs.org/engine/continental-w670-series) (registry code 17018, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 75-2763
- Year built: 1941
- Airframe hours: 8403
- Engines: Continental W670-6N 220 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Operator: James W. Miller
- Registered owner: James W. Miller
- Airworthiness certificate: Standard, Aerobatic
- Last inspection: Annual, August 3, 2014
- Departed: NONE, Random Ranch, KS
- Destination: K81, Paola, KS
- Airport: NONE, Random Ranch, runway 36, 2,000 × 100 ft, grass/turf

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 46; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; seat: rear; restraint: 4-point; flight hours: 8,000 total, 100 in this make and model, 100 in the last 90 days, 30 in the last 30 days, 4 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 200° at 3 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 82 °F, dew point 75 °F
- Altimeter: 29.78 inHg
- Observed at: KOJC, 20 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 20150701013919A](https://openairdocs.org/incident/20150701013919A), Jul 1, 2015: Boeing A75N1(PT17), Louisburg, KS, Substantial damage. The northbound aircraft struck and severed the top wire of an east/west two wire rural electric power line at the north end of an unmarked Grass strip. The…

## Docket (9 files)

The files NTSB released with the investigation on October 15, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91497. 2.3 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432736&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- FAA Inspector's Statement (item 2, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432737&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement-Master.PDF
- FAA Inspector's Telephone Statement (item 3, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432738&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Telephone%20Statement-Master.PDF
- Pilot's Telephone Converrsation (item 4, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432739&FileExtension=.PDF&FileName=Pilot%27s%20Telephone%20Converrsation-Master.PDF
- Correspondence (item 5, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432740&FileExtension=.PDF&FileName=Correspondence-Master.PDF
- Carburetor Icing Prevention Chart (item 6, .PDF, 255 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432741&FileExtension=.PDF&FileName=Carburetor%20Icing%20Prevention%20Chart-Master.PDF
- Maps or Charts of Accident Area (item 7, .PDF, 1 photo, 597 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432742&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area-Master.PDF
- Weather Reports and Records (item 8, .PDF, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432743&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF
- Photo 1 (item 9, .PDF, 1 photo, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432744&FileExtension=.PDF&FileName=Photo%201-Master.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.