Stinson 108-3 accident near Mifflintown, Pennsylvania, June 30, 2002
On June 30, 2002 at about 10:01 pm local time, a Stinson 108-3, registered N6678M, was substantially damaged in an accident near Mifflintown, Pennsylvania (Mifflintown Airport). It was an other work-use flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
On-ground carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 2002 · about 10:01 pm local time
- Place
- Mifflintown, Pennsylvania · Mifflintown Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-3 · all 108-3s on the register
- Registration
- N6678M · no longer on the register · serial 108-4678
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was giving rides in the airplane as part of an air show. During the fourth takeoff, the airplane climbed to about 100 feet above the runway, and the engine stopped producing power. The pilot adjusted the carburetor heat and the fuel selector, but the engine would not restart. During the subsequent forced landing, the airplane struck wires and terrain, and came to rest inverted. There was a strong odor of fuel and evidence of fuel spillage at the scene, and no mechanical anomalies were found. The right fuel tank was serviced with fuel and the engine started immediately, accelerated, and ran continuously without interruption. A carburetor icing probability chart revealed that ambient conditions during the time of the accident could have resulted in "serious icing at glide power." The airplane was equipped with a Franklin 6A-4165 series engine. During the investigation of another Stinson accident, under approximately the same ambient conditions and with the same series engine, the mechanic who maintained that airplane stated that the engine was particularly susceptible to carburetor icing on the ground due to the position of the air intake manifold. An engine runup was conducted shortly thereafter, and upon shutdown, the carburetor box felt cold to the touch.
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: single-engine land
- Flight time: 820 hours in all; 25 in this make and model; 35 in the last 90 days
- Last flight review: October 1, 2001
- Injury: no injuries
The aircraft
- Airframe total time: 3,332 hours
- Last inspection: annual inspection, August 19, 2001
- Landing gear: fixed
- Engine: Franklin 6A4165 (piston); 0 hours total
The flight
- Departed from: P34 Mifflintown PA
- Destination: P34 Mifflintown PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft
- Temperature: 84°F (29°C), dew point 64°F (18°C)
- Altimeter: 30.19 inHg
- Observation at 9:56 pm from CXY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.