S.C. Aerostar S.A. Yak52 accident near South Portland, Maine, July 17, 2010
On July 17, 2010 at about 7:27 pm local time, a S.C. Aerostar S.A. Yak52, registered N52MY, was substantially damaged in an accident during initial climb near South Portland, Maine (Portland International Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot did not maintain adequate airspeed during an emergency return to the airport following a total loss of engine power, which resulted in an inadvertent stall. Contributing to the accident was a total loss of engine power for undetermined reasons and the pilot's lack of recent flying experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2010 · about 7:27 pm local time
- Place
- South Portland, Maine · Portland International Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- S.C. Aerostar S.A. Yak52
- Registration
- N52MY · no longer on the register · serial 856211
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had not flown any airplane in almost 2 years. The purpose of the flight was for the pilot to obtain a biennial flight review from an instructor. Additionally, the accident flight was the first flight after the airplane's most recent annual condition inspection, which was completed about 2 weeks before the accident. The airplane made two touch-and-go landings uneventfully. The third landing was full-stop, followed by the pilot back-taxiing to the run-up area and testing the engine. Following the engine run-up, the pilot intended to take off again; he told the air traffic controller that he wanted to fly over the airport at 3,000 feet to do a system check. A witness stated that, during the takeoff, the wings started to rock back and forth. The pilot indicated to the air traffic controller that he wanted to return to the airport, and he began a slow left turn. About one-fourth of the way through the turn, the airplane stalled and descended nose-low into the ground. Examination of the wreckage revealed that one wooden propeller blade had separated at the hub and the other blade had separated about mid-span. The propeller blade and engine damage were consistent with little or no rotation at impact. Adequate fuel was found in the fuel system, and no evidence of contamination was noted. On-scene and metallurgical examination of the wreckage and fuel components did not reveal any preimpact mechanical malfunctions. Although this airplane had a history of fuel flow obstruction due to debris in the fuel system caused by torn hoses as a result of the installation of English-size fuel hoses rather than metric, no evidence of tear debris was found in the fuel system of the accident airplane.
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 (total) during initial climb defining event
- Aerodynamic stall/spin during maneuvering
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Recent experience › Pilot
- factor Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 417 hours in all; 98 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 369 as pilot in command
- Last flight review: June 23, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: fatal
Flight instructor
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,000 hours in all
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: fatal
The aircraft
- Airframe total time: 1,038 hours
- Last inspection: condition inspection, July 2, 2010; 0 hours since
- Maximum gross weight: 2,998 lb
- Seats: 2
- Landing gear: retractable
- Engine: Vendeneyev M14P (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PWM South Portland ME at 7:25 pm
- Destination: PWM South Portland ME
- Flight plan: none
- Runway 29, 7,200 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 11 knots, gusting 17
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 90°F (32°C), dew point 64°F (18°C)
- Altimeter: 29.72 inHg
- Observation at 6:51 pm from PWM, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.