Amateur-built Sonerai 2L accident near Canton, Illinois, September 6, 2002
On September 6, 2002 at about 3:10 pm local time, a amateur-built Sonerai 2L, registered N356RB, was substantially damaged in an accident near Canton, Illinois (Ingersoll airport). It was a flight test 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 partial failure of the ignition system, the induction air leak at the carburetor mounting plate, and the pilot's inadvertant stall during the forced landing. Contributing factors were the crack in the electronic ignition coil, and the improper installation of the carbuetor resulting in an induction air leak.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 2002 · about 3:10 pm local time
- Place
- Canton, Illinois · Ingersoll · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Sonerai 2L
- Registration
- N356RB · no longer on the register · serial 1493
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a forced landing following a partial loss of engine power, the pilot inadvertantly stalled on short final and the airplane was substantially damaged. The pilot reported that immediately after takeoff, the engine began to "sputter and lose r.p.m.'s". The pilot attempted to return to the airport, but was unable to maintain altitude and elected to execute a forced landing into a bean field approximately 200 feet east of the runway. The pilot reported installing a new carburetor which required an adapter to properly mate to the existing intake manifold. This was the first flight following installation. He reported that a full static run-up had been completed prior to takeoff and that two static run-ups were conducted in the days prior to the accident. A post-accident examination revealed that the flanges on the aircraft engine intake manifold and the carburetor mounting flange did not seal completely, causing an induction air leak at the carburetor mounting flange. In addition, one coil on the electronic ignition was found to be cracked and failed to produce a spark at its associated spark plugs.
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; single-engine sea; instrument: airplane
- Flight time: 3,660 hours in all; 4 in this make and model; 57 in the last 90 days; 12 in the last 30 days; 3,631 as pilot in command
- Last flight review: September 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: minor injuries
The aircraft
- Airframe total time: 23 hours
- Last inspection: condition inspection, May 27, 2002; 8 hours since
- Maximum gross weight: 950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Volkswagen 1834 c.c. (piston); 0 hours total
The flight
- Departed from: CTK Canton IL at 3:10 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 30.11 inHg
- Observation at 2:54 pm from PIA, 18 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.