Amateur-built HAULER accident near Centerville, Alabama, April 1, 1997
On April 1, 1997 at about 10:22 pm local time, a amateur-built HAULER, registered N301A, was substantially damaged in an accident near Centerville, Alabama. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the engine manufacturer's failure to install ballast resistors in the ignition system, which resulted in an electrical short in the dual ignition system and subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 1, 1997 · about 10:22 pm local time
- Place
- Centerville, Alabama · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built HAULER
- Registration
- N301A · no longer on the register · serial 1001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that takeoff and climb to 2000 feet were normal. He said that about 20 minutes after takeoff, smoke filled the cockpit. He also noticed that the engine tachometer needle had dropped to zero and the engine had lost power. The pilot, selected a nearby field for an emergency landing. The airplane collided with two trees short of the intended touchdown point. Examination of the airplane disclosed that the engine was equipped with a dual electronic ignition system. Two three-ohm coils were to have been installed on the engine (at the manufacturer) as the ignition source instead of magnetos. Examination of the coil assemblies disclosed that both assemblies had shorted and that they were not functional. Subsequent research disclosed that the three-ohm coils also require the installation of a two-ohm ballast resistor into the ignition system. No ballast resistors were installed on N301A. Also, no airworthiness certificate had been issued for this airplane.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,500 hours in all; 1 in this make and model; 40 in the last 90 days; 10 in the last 30 days; 6,000 as pilot in command
- Medical certificate: None
- Seat: left
The aircraft
- Airframe total time: 15 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Mosler 82X (piston); 0 hours total
The flight
- Departed from: 2A3 Bessemer AL at 10:00 pm
- Destination: MS06 Wiggins MS
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 070° at 8 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 15,000 ft; scat at 12,000 ft
- Temperature: 55°F (13°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from KBH, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.