Arctic Aircraft Company Inc S-1B2 accident near Steamboat Spngs, Colorado, December 18, 2004
On December 18, 2004 at about 7:33 pm local time, a Arctic Aircraft Company Inc S-1B2, registered N78AT, was substantially damaged in an accident near Steamboat Spngs, Colorado (Steamboat Springs/Bob Adams Fi airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power due to carburetor icing. Contributing factors include the conditions conducive for carburetor icing, the lack of suitable terrain for a forced landing, the inadequate preflight planning and decision making and the fence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 2004 · about 7:33 pm local time
- Place
- Steamboat Spngs, Colorado · Steamboat Springs/Bob Adams Fi · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Arctic Aircraft Company Inc S-1B2
- Registration
- N78AT · registry record · serial 1029
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he was on departure approximately 500 feet agl when the engine lost power. The pilot attempted a forced landing in a snow covered meadow. The airplane hit a fence, that was buried in the snow, and nosed over causing substantial damage. The pilot stated that during his engine run up, prior to departure, he conducted a carburetor heat check and noted no power changes indicating carburetor icing. He also stated that upon losing power, he immediately applied carburetor heat but it was ineffective. A post accident examination of the engine revealed a small amount of water in the carburetor. The routine weather report from Haden, Colorado, 16 nautical miles west of SBS, recorded the temperature as 27 degrees Fahrenheit (F) and the dew point as 16 degrees F. According to the carburetor icing chart, conditions were conducive for icing at glide and cruise 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: private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,200 hours in all; 53 in this make and model; 35 in the last 90 days; 10 in the last 30 days; 3,200 as pilot in command
- Last flight review: September 22, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 4,773 hours
- Last inspection: annual inspection, March 1, 2004; 65 hours since
- Maximum gross weight: 1,850 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: SBS Steamboat Spngs CO at 7:33 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 27°F (-3°C), dew point 16°F (-9°C)
- Altimeter: 30.51 inHg
- Observation at 7:35 pm from HDN
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.