Amateur-built CLIPPER accident near Altamont, New York, June 14, 2014
On June 14, 2014 at about 4:30 pm local time, a 2004 amateur-built CLIPPER, registered N2754A, was substantially damaged in an accident during enroute (descent) near Altamont, New York. 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 pilot's failure to apply carburetor heat prior to descending in atmospheric conditions conducive to serious icing at all power settings, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2014 · about 4:30 pm local time
- Place
- Altamont, New York · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CLIPPER, built 2004
- Registration
- N2754A · no longer on the register · serial 2003
- 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 he had applied carburetor heat intermittently during the flight, but that during the final descent to the destination airport, he did not. The engine stopped producing power, and during the subsequent forced landing the airplane collided with trees which resulted in substantial damage to the fuselage. The pilot reported that there were no mechanical deficiencies with the airplane that would have precluded normal operation, and stated that the engine stopped producing power due to carburetor icing. Interpolation of a carburetor icing probability chart revealed that atmospheric conditions at the time of the accident were conducive to serious icing at all power settings.
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 (descent) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 538 hours in all; 28 in this make and model; 0 in the last 90 days; 0 in the last 30 days
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 28 hours
- Last inspection: condition inspection, May 20, 2014
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: H30 Hamilton NY at 3:15 pm
- Destination: PVT Altamont NY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 18 knots
- Visibility: 10 statute miles
- Sky: scat at 3,800 ft
- Temperature: 61°F (16°C), dew point 48°F (9°C)
- Altimeter: 29.95 inHg
- Observation at 4:51 pm from ALB, 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 N2754A 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.