Amateur-built SPORT TRAINER accident near Laporte, Indiana, September 26, 1994
On September 26, 1994 at about 9:45 pm local time, a amateur-built SPORT TRAINER, registered N6881M, was substantially damaged in an accident near Laporte, Indiana (Private airport). 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 PILOT'S CONTINUED OPERATION WITH A KNOWN POWER DEFICIENCY. THE LOSS OF ENGINE POWER WAS A FACTOR IN THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1994 · about 9:45 pm local time
- Place
- Laporte, Indiana · Private · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SPORT TRAINER SPORT TRAI
- Registration
- N6881M · registry record · serial 0001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT TOOK OFF IN THE MISHAP AIRPLANE AND FLEW AROUND THE PATTERN SEVERAL TIMES AND LANDED. HE REPORTED TO THE OWNER OF THE AIRPLANE HE COULD ONLY GET 2200 RPM OUT OF THE ENGINE. THE PILOT THEN TOOK OFF IN THE AIRPLANE AGAIN AND FLEW AROUND THE PATTERN. WITNESSES REPORTED THE PILOT MADE A LANDING APPROACH WHICH APPEARED TO BE FAST AND RESULTED IN A GO-AROUND AND A CLIMBING LEFT HAND TURN. DURING THE CLIMBING LEFT HAND TURN ENGINE RPM WAS REPORTED TO STEADILY DECREASE. THE PILOT CONTINUED THE LEFT HAND TURN IN AN ATTEMPT TO GET THE AIRPLANE BACK TO THE AIRSTRIP. THE AIRPLANE HIT SOME TREES DURING APPROACH AND CRASHED IN A DRIVEWAY ADJACENT TO THE AIRSTRIP. EXAMINATION OF THE ENGINE FOUND NO ANOMALY TO PRECLUDE NORMAL OPERATION. THE TEMPERATURE/ DEW POINT WERE 62 F/50 F, RESPECTIVELY. THIS TEMPERATURE/DEW POINT COMBINATION FALLS IN THE AREA OF CONDITIONS FAVORABLE FOR SERIOUS CARBURETOR ICING. THE CARBURETOR HEAT CONTROL WAS FOUND IN THE 'ON' POSITION.
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, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,000 hours in all; 150 in this make and model; 250 in the last 90 days; 80 in the last 30 days; 2,500 as pilot in command; 1,200 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Last inspection: approved inspection programme, June 20, 1994
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,900 ft; not recorded
- Temperature: 63°F (17°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 9:50 pm from SBN, 20 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.
Other NTSB records under N6881M 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.