# NTSB ERA25LA047: Boeing A75N1(PT17), N55464, Huntington, WV, November 18, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: November 18, 2024, 16:30 local (21:30 UTC) - Place: Huntington, WV - Coordinates: 38.434006, -82.410832 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.4340&lon=-82.4108&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 12, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 195513 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA25LA047 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195513/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195513 - Page: https://openairdocs.org/ntsb/ERA25LA047 ## Probable cause The pilot’s failure to utilize carburetor heat while operating the engine at low power and in conditions conducive to the formation of carburetor ice, which resulted in a total loss of engine power due to carburetor icing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine fuel and control: fuel control/carburetor](https://openairdocs.org/ntsb-findings/01057322): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Boeing A75N1(PT17), 1 case](https://openairdocs.org/ntsb-findings/01057322/cases.md?model=1380134), [All aircraft, 195 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Boeing A75N1(PT17), 1 case](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=1380134), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Contributed to outcome (probable cause); 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) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Boeing A75N1(PT17), 2 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=1380134), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Landing: 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 While in level flight, the pilot reduced engine power to slow his airplane while waiting for a second airplane to catch up. He reported that the engine power was reduced for an extended period of time before the engine subsequently lost total power. The pilot attempted to land the airplane in a railroad yard; however, the empennage contacted a tree and forced the nose of the airplane down into the soft terrain, which resulted in substantial damage to the lower right wing, fuselage, and engine mount. A postaccident examination of the engine and airframe did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. In an interview with the pilot, he stated that he may have encountered carburetor icing as a result of the extended reduced engine power setting. He also stated that he had not applied carburetor heat while operating at reduced power. A review of the carburetor ice probability chart showed that the atmospheric conditions were conducive to the development of serious icing at glide power at the time of the accident. ## Factual narrative On November 18, 2024, about 1630 eastern standard time, a Boeing A75N1, N55464, was substantially damaged when it was involved in an accident near Huntington, West Virginia. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot departed from Robert Newlon Field (I41), Huntington, West Virginia, about 1615. He reported that he and a friend in a second airplane of a similar make and model were going to fly together on a local flight. Shortly after departing, the pilot reduced the throttle to slow down and wait for the second airplane to catch up while at an altitude about 1,800 ft above ground level. After having the engine at a reduced power setting for an “extended” amount of time, the engine suddenly lost total power. Unable to restart the engine, the pilot made a forced landing into a railroad yard. During the landing attempt, the empennage impacted a tree and forced the airplane nose down into the terrain. A postaccident examination of the airplane and engine was conducted after it had been recovered from the accident site. Both upper and lower wings had been removed from the fuselage and were not present during the airframe examination. The airplane was resting on its lower fuselage and right horizontal stabilizer. The left main landing gear was partially attached to the fuselage and the right main landing gear was separated from the fuselage and lying beside the airplane. The engine mounts were bent in several places, and the engine was displaced down. The wooden propeller remained attached to the engine with one blade tip broken and splintered. There were no rotational signatures noted on the propeller blades. The airplane was equipped with a fuel tank mounted above the fuselage, between the upper wing structure. The fuel tank cap was installed. The fuel tank cap o-ring was dry and cracked. The fuel tank had two sump locations and automotive fuel came out of both locations. The fuel tank delivery system sent fuel to the fuel shutoff location forward and to the left of the forward cockpit seat. Minor blue fuel staining was present at the fuel petcock. From the fuel petcock, the fuel line was routed through the engine firewall to a fuel strainer. The fuel strainer was mounted to an engine mount tube and was displaced upward but was undamaged. The strainer contained about 1 cup of automotive fuel when opened. The strainer was clean with no debris found internally. The fuel system went from the strainer to the engine carburetor. The carburetor was damaged and displaced consistent with impact forces. The fuel inlet screen of the carburetor was examined, and no debris was noted. The carburetor was removed and examined. The throttle and mixture levers were manipulated by hand and no binding was noted. The throttle and mixture cables were attached to the carburetor. Both lines were bent and broken at the connection points forward of the firewall. Continuity of thethrottle, mixture, and carburetor heat cables was visually established. The 7-cylinder radial engine appeared to be visually undamaged, and the bottom-most cylinder had organic debris pressed into the cooling fins. The forward spark plugs were removed, and the electrodes were normal. The spark plugs displayed coloration consistent with normal engine operation. The magneto timing was checked and found to be within the engine manufacturer’s specifications. The crankshaft was rotated 720° by hand and thumb compression was established on all cylinders. Both magnetos were removed and both produced sparks at all leads when rotated with an electric drill. The engine oil tank held several quarts of oil, but the oil level gauge could not be read. The remote engine oil filter was attached to the firewall and was undamaged. The oil filter was opened and no contamination or debris was noted. The engine intake plumbing was undamaged to the filter location. The induction filter was removed and was clean. The induction system was impact damaged at the carburetor. The carburetor air balance valve cable was attached, but bent, and visual continuity of the control was established. The engine exhaust system was undamaged. The pilot was present for a portion of the engine examination. He commented that if there was no catastrophic engine failure, he believed that he may have experienced carburetor icing during his extended reduced power setting. He also noted that he did not apply carburetor heat before or after the loss of engine power. A review of the carburetor probability chart showed that the atmospheric conditions were conducive to the development of serious icing at glide power at the time of the accident. ## Aircraft - Registration: [N55464](https://openairdocs.org/aircraft/N55464), registered now, S/N 75-272 (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: [Pratt & Whitney R-985 series](https://openairdocs.org/engine/pratt-whitney-r-985-series) (registry code 52008, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 75-272 - Year built: 1940 - Airframe hours: 6855.3 - Engines: Continental Aerospace Technologies W670-6A 220 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 22, 2022 - Departed: I41, Huntington, WV - Equipment: Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: none; private; airplane ratings: single-engine land; medical: class 2, with waivers/limitations; last flight review May 12, 2024; seat: rear; restraint: 3-point; flight hours: 4,869 total ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 50 °F - Altimeter: 29.99 inHg - Observed at: HTS, 8 nm away - METAR: KHTS 182251Z 20003KT 10SM CLR 17/10 A2999 RMK AO2 SLP154 T01670100 ## 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 20241118019489A](https://openairdocs.org/incident/20241118019489A), Nov 18, 2024: Boeing A75N1(PT17), Huntington, WV, Substantial damage. Aircraft [privacy data omitted]was flying over Huntington WV, when the pilot noticed black smoke and the engine proceeded to stop running. The pilot looked for… ## Other investigations on N55464 (2) 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 ERA11CA035](https://openairdocs.org/ntsb/ERA11CA035), Oct 17, 2010: Boeing PT17 (N55464), Fayetteville, WV, substantial damage. Probable cause: The pilot's failure to maintain directional control during the takeoff roll. - [NTSB ATL92LA127](https://openairdocs.org/ntsb/ATL92LA127), Jun 20, 1992: Boeing A75N1 (N55464), Dunn, NC, substantial damage. Probable cause: THE PILOT'S INADEQUARE VISUAL LOOKOUT TO SEE AND AVOID THE 8 FOOT HIGH POLE ADJACENT TO THE LANDING STRIP. ## Docket (8 files) The files NTSB released with the investigation on March 12, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195513. 17.1 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 6.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19001661&FileExtension=pdf&FileName=ERA25LA047%20Pilot%206120_Redacted-Rel.pdf - Pilot's statement (item 2, PDF, 1 page, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19001703&FileExtension=pdf&FileName=ERA25LA047%20Pilot%20MFR-Rel.pdf - Memorandum for record - witness statement (item 3, PDF, 3 pages, 127 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19001887&FileExtension=pdf&FileName=ERA25LA047%20Witness%20Statement_Redacted-Rel.pdf - Carburetor icing probability chart (item 4, PDF, 1 page, 325 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19000287&FileExtension=pdf&FileName=ERA25LA047%20Carburetor%20Icing%20Probability%20Chart-Rel.pdf - Investigative photos (item 5, PDF, 3 pages, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19001713&FileExtension=pdf&FileName=ERA25LA047%20Photo%20Array-Rel.pdf - Engine examination summary (item 6, PDF, 10 pages, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19009620&FileExtension=pdf&FileName=ERA25LA047%20Engine%20Summary-Rel.pdf - Wreckage examination summary (item 7, PDF, 24 pages, 6.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19001907&FileExtension=pdf&FileName=ERA25LA047%20Examination%20Summary-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 1 page, 318 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19001486&FileExtension=pdf&FileName=ERA25LA047%20Wreckage%20Release_Redacted-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.