Boeing B75N1 accident near St. Louis, Missouri, November 22, 2009
On November 22, 2009 at about 7:55 pm local time, a Boeing B75N1, registered N5521N, was substantially damaged in an accident during initial climb near St. Louis, Missouri (Creve Couer Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 22, 2009 · about 7:55 pm local time
- Place
- St. Louis, Missouri · Creve Couer Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing B75N1 · all B75N1s on the register
- Registration
- N5521N · registry record · serial 75-7931
- 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 the airplane's engine quit when the airplane was about 150 feet above ground level after takeoff. He stated that after about 3 seconds the engine restarted and ran for another 6 to 7 seconds before quitting again. The pilot elected not to land on a busy highway and selected a small field to attempt a forced landing. He realized he would not be able to make the field and elected to stall the airplane into trees. Subsequent examination of the engine confirmed engine crankshaft and valve train continuity. Each cylinder produced "thumb" compression and the magnetos produced spark at all leads when the engine was rotated by hand. Fuel was found within the fuel tank and fuel lines leading to the engine. No anomalies were found that would explain the reported loss of engine power.
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
What happened, in order
- Loss of engine power (total) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 7,500 hours in all; 3,000 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 5,038 hours
- Last inspection: annual inspection, October 9, 2009; 7 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor W670 SERIES (piston); 0 hours total
The flight
- Departed from: 1H0 St. Louis MO at 7:55 pm
- Destination: 1H0 St. Louis MO
- Flight plan: not recorded
- Runway 16
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 59°F (15°C), dew point 41°F (5°C)
- Altimeter: 30.04 inHg
- Observation at 7:51 pm from STL, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.