Stinson 108 1 accident near Bruno, Minnesota, July 18, 2014
On July 18, 2014 at about 8:41 pm local time, a 1947 Stinson 108 1, registered N9034K, was substantially damaged in an accident during enroute (cruise) near Bruno, Minnesota. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to an anomaly with the carburetor system that could not be determined during postaccident examination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 2014 · about 8:41 pm local time
- Place
- Bruno, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108 1 UNDESIGNAT, built 1947 · all 108 1s on the register
- Registration
- N9034K · registry record · serial 108-2034
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the private pilot, after about 30 minutes of uneventful cross-country flight in the float-equipped airplane and about 2,000 ft above ground level, the engine sputtered for about 10 seconds and then lost all power. The pilot initiated emergency procedures for a restart and located an off-airport landing site while in an emergency descent. The airplane touched down on its floats in a grassy field. Examination of the airplane revealed structural damage to the fuselage adjacent to the float attachment points. No obvious anomalies were found with the engine or fuel system on scene. After the airplane wreckage was recovered, maintenance personnel were able to start and run the engine with an external fuel supply. The engine started and ran for about 30 seconds and then stopped. After the run attempt, the fuel gascolator and carburetor intake screen were removed and cleaned. No significant debris was found. After examining the remainder of the engine, the engine was started again, ran for about 1 minute, and stopped again. A replacement carburetor was then installed. The engine was started and ran normally with the replacement carburetor.
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 enroute (cruise) defining event
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Malfunction
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 279 hours in all; 160 in this make and model; 12 in the last 90 days
- Last flight review: November 17, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,130 hours
- Last inspection: annual inspection, August 29, 2013
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 2,130 hours total
The flight
- Departed from: DYT Duluth MN at 8:10 pm
- Destination: 8Y4 Lino Lakes MN
Weather at the time
- Light: daylight
- Wind: from 190° at 14 knots, gusting 18
- Visibility: 10 statute miles
- Sky: broken clouds at 9,000 ft; scat at 5,500 ft
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 29.96 inHg
- Observation at 7:45 pm from ANE, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.