Perth Amboy Bird CK accident near Casco Twp., Michigan, May 28, 2001
On May 28, 2001 at about 8:00 pm local time, a Perth Amboy Bird CK, registered N726N, was substantially damaged in an accident near Casco Twp., Michigan (Robertson Field). 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 failure due to carburetor ice. Factors associated with the accident were the carburetor icing conditions which existed and the tree which was contacted during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 2001 · about 8:00 pm local time
- Place
- Casco Twp., Michigan · Robertson Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Perth Amboy Bird CK
- Registration
- N726N · registry record · serial 4037
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported "Engine stopped on takeoff at approx 150 feet, restarted with partial power, stopped again, than very low power." The aircraft owner reported the pilot performed taxi and run-up tests which took about 15 minutes. He reported he watched the takeoff and the airplane lifted off about 300-400 feet down the runway. The owner reported the pilot initiated a "easy" left turn at an altitude of 250 to 300 feet agl and about midway through the turn the engine quit. He then heard the engine restart and quit again. He reported the pilot made it back to the airport, but the airplane contacted a tree and impacted on the runway. Inspection of the engine and fuel system failed to reveal any anomalies which would have resulted in the loss of engine power as described. The weather observation recorded at Port Huron, Michigan, at 1640 reported a temperature of 21 degrees Celsius and a dew point of 14 degrees Celsius. According to the Transport Canada Carburetor Icing chart, these conditions could produce moderate carburetor icing at cruise power and serious carburetor icing at decent 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
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,000 hours in all; 0 in this make and model; 75 in the last 90 days; 30 in the last 30 days; 11,800 as pilot in command; 11,000 on instruments
- Last flight review: April 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection; 0 hours since
- Maximum gross weight: 2,335 lb
- Seats: 4
- Landing gear: fixed
- Engine: Kinner B-5R (piston); 0 hours total
The flight
- Departed from: PVT Casco MI at 4:00 pm
- Destination: PNT Pontiac MI
- Flight plan: none
- Runway 27, 2,600 ft by 120 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 29.79 inHg
- Observation at 8:40 pm from PHN, 10 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.