Amateur-built RV-9A accident near Pacific City, Oregon, May 17, 2008
On May 17, 2008 at about 3:35 pm local time, a amateur-built RV-9A, registered N486EM, was substantially damaged in an accident during approach near Pacific City, Oregon (Pacific City State Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate flare and failure to maintain control following a hard landing. Contributing to the accident was a temporary partial loss of power due to carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 2008 · about 3:35 pm local time
- Place
- Pacific City, Oregon · Pacific City State Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-9A
- Registration
- N486EM · registry record · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on final approach in the traffic pattern, when the pilot noticed it was descending too fast. He attempted to increase the engine rpm by pushing the throttle forward. The engine did not respond as he expected, with no increase in rpm occurring from the throttle movement, until just prior to touchdown. The airplane touched down hard on the runway surface, subsequently bouncing back airborne. The airplane touched down again and the pilot experienced a loss of control. The nose landing gear collapsed and the airplane continued to skid; it came to rest inverted. A Meteorological Terminal Aviation Routine Weather Report (METAR) indicated a temperature of 62.6 degrees Fahrenheit, a dewpoint of 59 degrees Fahrenheit, and a relative humidity of 88 percent. According to a carburetor icing probability chart, these conditions are conducive for serious icing at glide power.
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 engine power (partial) during approach defining event
- Hard landing during landing (flare/touchdown)
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- factor Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Not specified
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Not used/operated
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 670 hours in all; 91 in this make and model; 38 in the last 90 days; 38 in the last 30 days
- Medical certificate: Class 3
The aircraft
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: UAO Aurora OR
- Destination: PFC Pacific City OR
- Flight plan: VFR
- Runway 32
Weather at the time
- Light: daylight
- Temperature: 63°F (17°C), dew point 59°F (15°C)
- Altimeter: 30.07 inHg
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.
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.