Amateur-built Mustang II accident near Rainelle, West Virginia, August 8, 2004
On August 8, 2004 at about 5:30 pm local time, a amateur-built Mustang II, registered N91061, was substantially damaged in an accident near Rainelle, West Virginia (Rainelle Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to a broken throttle mechanism, which resulted in a forced landing over unsuitable terrain
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 2004 · about 5:30 pm local time
- Place
- Rainelle, West Virginia · Rainelle Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Mustang II
- Registration
- N91061 · no longer on the register · serial 255
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the homebuilt airplane reduced power on the downwind leg of the traffic pattern to initiate a low approach to the runway. The airplane was on final approach when the pilot attempted to add power to maintain his desired glide path. When he pushed the throttle lever forward, there was no response from the engine. Remedial actions by the pilot failed to restore control of the engine. During the subsequent forced landing to a field, the engine continued to run at the reduced power setting. On short final to the field, he noticed a dead tree with no foliage in his path, but determined that his altitude and airspeed were too low to maneuver around it. The airplane struck the tree, contacted the ground, spun around, and came to rest facing opposite the direction of travel. Examination of the throttle control after the accident revealed a separation of the throttle cable outer sheath and the inner throttle cable. When forward movement was applied to the throttle control, the inner cable bowed, and did not transfer forward motion to the throttle arm.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 13,000 hours in all; 300 in this make and model; 58 in the last 90 days; 15 in the last 30 days; 12,500 as pilot in command; 4,500 on instruments
- Last flight review: May 21, 2004
- Medical certificate: Class 2
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 64 hours
- Last inspection: annual inspection, December 30, 2003; 23 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-BIA (piston); 0 hours total
The flight
- Departed from: WV30 Rainelle WV at 5:25 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 68°F (20°C), dew point 55°F (13°C)
- Altimeter: 30.21 inHg
- Observation at 5:37 pm from LWB, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.