North American NAVION accident near Blairstown, New Jersey, November 10, 2016
On November 10, 2016 at about 2:15 pm local time, a 1947 North American NAVION, registered N8849H, was substantially damaged in an accident during standing (engine(s) start-up) near Blairstown, New Jersey (Blairstown airport). It was a ferry flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's improper engine start procedure, which resulted in a loss of control on the ground and collision with a tree.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 10, 2016 · about 2:15 pm local time
- Place
- Blairstown, New Jersey · Blairstown · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- North American NAVION UNDESIGNAT, built 1947 · all NAVIONs on the register
- Registration
- N8849H · no longer on the register · serial NAV-4-849
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
**This report was modified on April 10, 2025. Please see the docket for the original report.** The private pilot had not flown the accident airplane for almost 1 year while it underwent repairs following a gear-up landing. The purpose of the accident flight was to ferry the airplane to a nearby airport to receive an annual inspection after completion of the repairs. On the morning of the accident, a mechanic taxied the airplane and performed an engine run-up; he did not note any anomalies. The pilot fueled the airplane and started the engine for the flight. Upon starting, the engine went immediately to full power, where it remained as the airplane taxied at high speed about 1,000 ft into a tree. Witnesses reported that the pilot was awake and alert after the accident; thus, there was no evidence of pilot incapacitation. Examination of the wreckage did not reveal any preimpact mechanical malfunctions or anomalies. The preaccident position and functionality of the throttle and mixture controls could not be determined due to damage sustained during the event; however, it is likely that the throttle control was pulled forward during the accident sequence. Further, the mechanic conducted an unremarkable taxi and run-up before the accident, and the engine immediately climbed to full power after the pilot started it. Considering the pilot’s subsequent failure to avail himself of multiple other avenues to halt or slow the airplane, including applying the brakes, cutting the engine mixture, or turning off the magnetos, the pilot likely performed a hot start procedure to purge the lines of the hot fuel and vapor from the run-up and taxi, failed to reduce the throttle afterward and, possibly startled by the sudden onset of engine power, was unable to regain control of the 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 control on ground during standing (engine(s) start-up) defining event
- Collision with terrain or object (not controlled flight into terrain) during taxi
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Incorrect use/operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,478 hours in all; 422 in this make and model; 0 in the last 90 days; 0 in the last 30 days
- Last flight review: July 16, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,066 hours
- Last inspection: annual inspection, August 21, 2015; 14 hours since
- Maximum gross weight: 2,850 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
The flight
- Departed from: 1N7 Blairstown NJ
- Destination: CXY Harrisburg PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,200 ft
- Temperature: 37°F (3°C), dew point 30°F (-1°C)
- Altimeter: 30.02 inHg
- Observation at 1:53 pm from MPO, 15 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.
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 ERA17LA042.