Amateur-built Nieuport 28 accident near Dayton, Ohio, September 30, 2005
On September 30, 2005 at about 2:18 pm local time, a amateur-built Nieuport 28, registered N62610, was substantially damaged in an accident near Dayton, Ohio (Wright-Patterson Afb airport). It was an air show or air race 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
A loss of engine power due to the installation of incorrect spring type terminal contacts which were accidentally supplied by the engine distributor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 2005 · about 2:18 pm local time
- Place
- Dayton, Ohio · Wright-Patterson Afb · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Nieuport 28
- Registration
- N62610 · registry record · serial 6261
- Damage
- Substantial damage
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, a white "puff" of smoke was observed to exit the exhaust stack, and the engine lost power. The propeller began to "windmill," and the pilot observed the tachometer, which was driven by the right magneto's P-lead, "go to zero." The pilot attempted to restart the engine without result and performed a forced landing. During the landing, the airplane nosed over and was substantially damaged. Examination of the engine's ignition system revealed that the ends of the wire leads that went into the magneto cases were equipped with spring type spark plug terminal contacts, instead of solid phenolic or ceramic insulated eyelets or P-lead fittings. No insulation in the access holes for the contactors was present. No means to keep the spring type terminal contacts from migrating under vibration was installed, and there was no mechanism to prevent contact with the magneto cases. The engine was delivered originally without P-lead fittings. In their place were two brass knurled nuts. After the pilot advised the engine manufacturer's sales distributor of the discrepancy, the sales distributor then mistakenly shipped the spring type spark plug terminal contacts to the pilot.
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: private
- Ratings: single-engine land
- Flight time: 380 hours in all; 40 in this make and model; 48 in the last 90 days; 14 in the last 30 days; 360 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 40.5 hours
- Last inspection: annual inspection, July 1, 2005
- Maximum gross weight: 1,636 lb
- Seats: 1
- Landing gear: fixed
- Engine: Aeromotors S.A. M-14D (piston); 0 hours total
The flight
- Departed from: FFO Dayton OH at 2:16 pm
- Destination: FFO
- Flight plan: none
- Runway 27, 2,150 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 2 knots
- Visibility: 7 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 30.18 inHg
- Observation at 1:55 pm from FFO
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.