Amateur-built Murphy Rebel accident near Live Oak, Florida, December 27, 2008
On December 27, 2008 at about 10:39 pm local time, a amateur-built Murphy Rebel, registered N616PM, was substantially damaged in an accident during initial climb near Live Oak, Florida (Suwannee Belle 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
A partial loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 2008 · about 10:39 pm local time
- Place
- Live Oak, Florida · Suwannee Belle Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Murphy Rebel
- Registration
- N616PM · registry record · serial 374
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After starting the amateur-built airplane's automotive engine, the pilot observed and cleared a diagnostic trouble code from the engine computer, before departing on a local flight in the airport traffic pattern. The pilot subsequently performed four uneventful takeoffs and landings. During the fifth takeoff, about 150 feet above the ground and at 70 mph airspeed, the engine "sputtered" and lost partial power. The pilot attempted to troubleshoot the problem, but was unsuccessful, and performed a forced landing to a field. The airplane was substantially damaged during the off-airport landing. A post-accident test run of the engine revealed no evidence of any mechanical abnormalities.
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
What happened, in order
- Loss of engine power (partial) during initial climb defining event
- Off-field or emergency landing during emergency descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 243 hours in all; 63 in this make and model; 20 in the last 90 days; 7 in the last 30 days; 131 as pilot in command
- Last flight review: May 30, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 95 hours
- Last inspection: condition inspection, October 31, 2008
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Subaru EJ-22 (piston); 0 hours total
The flight
- Departed from: 9FL0 Live Oak FL at 10:02 pm
- Destination: 9FL0 Live Oak FL
- Flight plan: none
- Runway 02, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Temperature: 70°F (21°C), dew point 59°F (15°C)
- Altimeter: 30.20 inHg
- Observation at 10:53 pm from 40J, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N616PM 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.