White New Standard D-25 accident near Oshkosh, Wisconsin, July 30, 2002
On July 30, 2002 at about 3:37 pm local time, a White New Standard D-25, registered N176H, was substantially damaged in an accident near Oshkosh, Wisconsin. It was an air show or air race flight under general aviation rules (Part 91). 1 person was seriously injured; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to carburetor icing. Factors to the accident include the weather conditions conducive to carburetor icing and the transmission wire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 2002 · about 3:37 pm local time
- Place
- Oshkosh, Wisconsin · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- White New Standard D-25 · all New Standard D-25s on the register
- Registration
- N176H · registry record · serial 138
- Damage
- Substantial damage
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During initial climb the engine experienced a loss of power and the pilot executed a forced landing. During the forced landing the tailwheel contacted a power transmission line. The pilot stated he performed a check of the engine and flight controls prior to the takeoff roll, including a check of the carburetor heat, magnetos, oil pressure and engine temperatures. The pilot reported the airplane had approximately 16 gallons of fuel prior to the accident flight. The engine was test-run successfully, running smoothly at all power settings and producing a maximum rpm of 2,100. A pilot with extensive experience in the accident airplane make and model reported, "I learned many years ago that if I were sitting idling, or just [taxing], waiting for takeoff, in hot and humid air, that it was necessary to keep the carburetor heat on during idling to prevent formation of ice in the venturi throat of the carburetor. If not done, there would be a loss of power on takeoff and climb out. It takes only a minute or so for such ice accumulation to occur in some cases." According to a carburetor ice potential chart, the weather conditions were conducive for serious icing during 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
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 9,800 hours in all; 125 in this make and model
- Last flight review: November 1, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 3,400 lb
- Seats: 5
- Landing gear: fixed
- Engine: Continental W670 (piston); 0 hours total
The flight
- Departed from: OSH Oshkosh WI at 3:37 pm
- Destination: OSH WI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 29.96 inHg
- Observation at 3:53 pm from OSH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 3 |
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.
Other NTSB records under N176H the same tail number, which may have belonged to a different aircraft at the time
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.