Globe GC-1B accident near Anderson, South Carolina, February 14, 2011
On February 14, 2011 at about 7:27 pm local time, a Globe GC-1B, registered N80741, was substantially damaged in an accident during enroute (cruise) near Anderson, South Carolina. 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 instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to the formation of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 2011 · about 7:27 pm local time
- Place
- Anderson, South Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Globe GC-1B · all GC-1Bs on the register
- Registration
- N80741 · registry record · serial 144
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that about 3 hours into his cross-country flight the engine began to surge and lose power. He initially thought it was carburetor ice and turned on the carburetor heat. The carburetor heat seemed to improve engine performance briefly, but the engine began to surge again and eventually stopped running. The pilot made an emergency forced landing in a field with the landing gear up and flaps down, incurring substantial damage to the underside of the airplane. A postaccident examination of the fuel system revealed no blockage or contamination of the fuel. According to the Federal Aviation Administration’s carburetor icing probability chart, the temperature/dew point combination at the time of the accident met the conditions favoring formation of serious carburetor icing at cruise power. It is likely that the loss of engine power resulted from carburetor icing.
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 enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 25,000 hours in all
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,152 hours
- Last inspection: annual inspection, July 1, 2010; 52 hours since
- Maximum gross weight: 1,710 lb
- Seats: 2
- Landing gear: retractable
- Engine: Cont Motor C145 SERIES (piston); 0 hours total
The flight
- Departed from: ILM Wilmington NC at 4:33 pm
- Destination: 18A Canon GA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 800 ft
- Temperature: 48°F (9°C), dew point 36°F (2°C)
- Altimeter: 29.92 inHg
- Observation at 7:51 pm from AHN, 25 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.
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.