Stinson 108-3 accident near Horseshoe Bend, Arkansas, September 11, 1997
On September 11, 1997 at about 3:16 pm local time, a Stinson 108-3, registered N800C, was substantially damaged in an accident near Horseshoe Bend, Arkansas (Horseshoe Bend airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel starvation due to partially blocked fuel vents. Factors were: the pilot's inadequate preflight inspection of the airplane; the pilot's improper decision to continue operation of the airplane with known deficiencies; and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 1997 · about 3:16 pm local time
- Place
- Horseshoe Bend, Arkansas · Horseshoe Bend · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-3 · all 108-3s on the register
- Registration
- N800C · no longer on the register · serial 108-3800
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After refueling an empty right fuel tank, the airplane commenced a takeoff roll, and about 400 feet down the runway, the engine 'quit', and the takeoff was aborted. Afterwards, the pilot made several engine run ups and high speed taxis to diagnose the problem. With no problems detected, he attempted another takeoff, and climbing through 75 feet AGL the 'engine lost power' again. The pilot made a 'hard left turn' to avoid electrical wires, trees, and houses. The airplane then impacted down sloping terrain. Fuel samples were found to be clear and free of contaminants. After the accident, the pilot said that it was common to find mud wasp nests throughout the airframe, and that the right fuel tank had been empty for 3-4 weeks. He stated that he thinks that the fuel vent was blocked by a mud wasp nest. This would result in a vacuum effect because of the unoccupied space between the fuel and top of the tank. The vacuum effect would prevent fuel from entering the fuel lines and result in fuel starvation to the engine.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 3,000 hours in all; 700 in this make and model; 6 in the last 90 days; 3,000 as pilot in command; 1,652 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,400 hours
- Last inspection: annual inspection, February 17, 1997; 41 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4165 (piston); 0 hours total
The flight
- Destination: WI10 Westosha WI
- Flight plan: VFR
- Runway 13, 4,350 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: scat at 4,000 ft
- Temperature: 66°F (19°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from KHR, 71 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.