Amateur-built DH 82A accident near Rhinebeck, New York, September 22, 2013
On September 22, 2013 at about 6:30 pm local time, a 1940 amateur-built DH 82A, registered N9410, was substantially damaged in an accident during emergency descent near Rhinebeck, New York (Old Rhinebeck 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 total loss of engine power for reasons that could not be determined because postaccident examinations revealed no anomalies that would have precluded normal operation, which resulted in a forced landing into trees.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2013 · about 6:30 pm local time · cases in 2013
- Place
- Rhinebeck, New York · Old Rhinebeck Airport · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DH 82A, built 1940
- Registration
- N9410 · registry record · serial DE-941
- 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 performed an engine run-up before takeoff and checked the magnetos twice at different rpm settings and noted no discrepancies. He applied full power during takeoff and noted that the engine was developing full power. At the departure end of the runway and after the pilot had reduced power, the engine began to backfire and lose power. He immediately turned the airplane for a downwind landing on the runway, and the engine quit. After the airplane cleared trees, he slipped the airplane to lose altitude but realized that he was running out of available runway. He then intentionally maneuvered left and collided with trees. The engine was run briefly postaccident, and no discrepancies were noted. A prolonged engine run at full power could not be performed due to damage to the engine mount. No discrepancies were noted with the air induction, ignition, or fuel system. Although the weather conditions were favorable for serious icing at glide power, the pilot reported that the engine developed full power during the takeoff, so it is unlikely that carburetor icing caused the loss of engine power. The reason for the total loss of engine power could not be determined.
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
- Off-field or emergency landing during emergency descent
- Loss of engine power (total) during emergency descent defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 2,198 hours in all; 600 in this make and model; 45 in the last 90 days; 23 in the last 30 days; 2,198 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 6,164 hours
- Last inspection: annual inspection, October 13, 2012
- Maximum gross weight: 1,825 lb
- Seats: 2
- Landing gear: fixed
- Engine: Dehav Eng GIPSY MAJOR (piston); 0 hours total
The flight
- Departed from: NY94 Rhinebeck NY at 6:29 pm
- Destination: NY94 Rhinebeck NY
- Flight plan: none
- Runway S, 2,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 29.76 inHg
- Observation at 6:53 pm from POU, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on March 18, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Weather Reports and Records | PDF, 1 page | View Download |
| 3 | Statement from Airframe and Powerplant Mechanic with Inspection Authorization | PDF, 1 page | View Download |
| 4 | NTSB Record of Conversation with Pilot-in-command | PDF, 2 pages | View Download |
| 5 | FAA Engine Examination Report | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N9410 the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N9410 on the register today · the tail number may have moved to another aircraft since
- Engine: Dehav Eng GIPSY MAJOR · as the NTSB recorded it
- Old Rhinebeck Airport · nearest airport
- Accidents and incidents in New York 1,964 since 1982 · 249 in the last ten years
- New York 6,663 aircraft registered
- Other NTSB records under N9410 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/ERA13LA429.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.