Chinese A/F Aero Ind Dev Ctr PL-1B accident near Sugar Grove, Illinois, February 1, 1998
On February 1, 1998 at about 9:15 pm local time, a Chinese A/F Aero Ind Dev Ctr PL-1B, registered N830JT, was substantially damaged in an accident near Sugar Grove, Illinois. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate design of the carburetor heat system by the manufacturer, and subsequent carburetor ice, which resulted in loss of engine power and a forced landing. Factors relating to the accident were: carburetor icing (weather) conditions, and obstructions and uneven terrain in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 1, 1998 · about 9:15 pm local time
- Place
- Sugar Grove, Illinois · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Chinese A/F Aero Ind Dev Ctr PL-1B
- Registration
- N830JT · no longer on the register · serial 61-1042
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said the airplane's '...engine stopped...' during initial climbout from takeoff. He said the fuel boost pump was 'ON' and that he checked the throttle and mixture for proper position. The pilot said he turned to avoid colliding with power lines and a road. He said the engine started and ran for about 3-seconds when the airplane was about 25 ft above the ground. The pilot said he banked the airplane toward runway 09, and the engine stopped a second time. He said he '...leveled the wings and let [the] plane settle in.' On-scene investigation revealed no preaccident mechanical anomaly with the airframe or engine that would have prevented flight. The spark plugs were black and sooty. The pilot said moderate rain was falling, and the temperature and dew point were 36 and 34 deg Fahrenheit, respectively. According to icing probability charts, the airplane was operating in conditions conducive to severe carburetor icing at cruise power. The airplane did not have a conventional carburetor heat system. Heat for the carburetor was obtained from the engine oil cooler that was about 14-inches forward and above the carburetor. Air flowing through the oil cooler was used to prevent carburetor ice by heating the carburetor's exterior.
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: single-engine land; instrument: airplane
- Flight time: 803 hours in all; 196 in this make and model; 2 in the last 90 days; 1 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,006 hours
- Last inspection: approved inspection programme, December 8, 1997
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: ARR at 9:12 pm
- Destination: ARR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 4 statute miles
- Sky: overcast at 2,300 ft; not recorded
- Temperature: 36°F (2°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 9:18 pm from ARR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.