Ryan Aeronautical ST3KR accident near Sagaponack, New York, July 24, 2011
On July 24, 2011 at about 2:13 pm local time, a Ryan Aeronautical ST3KR, registered N2ER, was substantially damaged in an accident during approach (VFR go-around) near Sagaponack, New York (Private Airstrip airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2011 · about 2:13 pm local time
- Place
- Sagaponack, New York · Private Airstrip · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Ryan Aeronautical ST3KR · all ST3KRs on the register
- Registration
- N2ER · registry record · serial 1645
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he conducted a thorough preflight inspection of the two-place tandem-seat airplane, and determined that there were 12 gallons of fuel onboard for the intended 30-minute flight, which he calculated should have consumed 4 gallons of fuel. After checking the fuel quantity, the pilot initially had the passenger order fuel but subsequently decided to forego the order once he determined its arrival would be delayed. The passenger confirmed that the fuel quantity sight gauge, located on top of the fuel tank forward of the front windshield, indicated a fuel level between the 10- and 15-gallon marks. After an uneventful engine runup, the pilot, flying from the rear seat, attempted a takeoff. However, after adding power, the engine began to run roughly, and the pilot aborted the takeoff. The pilot performed another engine runup and then took off with no additional anomalies noted. About 25 minutes after engine start, the pilot made an approach to a private airstrip for landing but then opted to go around. During the go-around, witnesses heard the engine lose power, regain it, and lose power again. The pilot checked that the fuel selector was in the "Reserve" position, the magnetos were on, and the carburetor heat was off. The airplane then descended into a corn field and nosed over after landing, coming to rest inverted. Postaccident examination of the airplane revealed no preexisting mechanical anomalies and no fuel in the fuel tank; however, the fuel sight gauge on top of the fuel tank was broken, and likely allowed any remaining fuel to drain out of the tank when the airplane was upside down. Before-landing procedures called for the fuel selector to be moved from the "Main On" position to the "Reserve" position, which would have allowed the bottom 3 gallons of the 24-gallon fuel tank to flow to the engine. However, the fuel selector valve was found in the "Main On" position, and damaged wreckage surrounding it confirmed that it was in that position upon ground impact. Pilot operating manual fuel consumption rates indicate scenarios where the available 9 gallons could have been consumed during the flight. However, exact consumption rates for the profile flown could not be determined, and the passenger, who was sitting in the front seat, stated that he saw between 5 gallons and 10 gallons of fuel indicated on the sight gauge when engine power was lost. Engine anomalies occurred twice after the pilot added power: during the initial takeoff attempt, and again during the go-around attempt. With an outside air temperature of about 84 degrees F and a dew point of about 75 degrees F, the probability of carburetor icing at glide and cruise power existed. However, it is not known what effect the addition of carburetor heat might have had on the loss of engine power during the go-around attempt.
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 approach (VFR go-around) defining event
- Off-field or emergency landing during emergency descent
- Nose over/nose down during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,000 hours in all; 70 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 10,000 as pilot in command
- Last flight review: July 20, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rear
- Injury: serious injuries
The aircraft
- Airframe total time: 2,867 hours
- Last inspection: annual inspection, July 30, 2010; 77 hours since
- Maximum gross weight: 1,972 lb
- Seats: 2
- Landing gear: fixed
- Engine: Kinner R56 SERIES (piston); 0 hours total
The flight
- Departed from: HTO East Hampton NY at 1:45 pm
- Destination: NONE Sagaponack NY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 29.89 inHg
- Observation at 2:53 pm from HTO, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA11LA417.