Amateur-built Mini Max 1500R accident near Chesapeake, Virginia, September 3, 2001
On September 3, 2001 at about 5:15 pm local time, a amateur-built Mini Max 1500R, registered N962JA, was substantially damaged in an accident near Chesapeake, Virginia (Hamton Roads Executive 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 failure to follow the engine manufacturer's descent procedure, which resulted in a lean mixture condition and subsequent engine seizure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 2001 · about 5:15 pm local time
- Place
- Chesapeake, Virginia · Hamton Roads Executive Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Mini Max 1500R
- Registration
- N962JA · no longer on the register · serial TA962
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot descended from 5,500 feet to 1,500 feet, at a moderate cruise power setting, at 5,500 rpm. About 1,500 feet above the ground, the two cycle 2-cylinder engine lost all power, and the pilot performed a forced landing to a field. The pilot believed that the descent at cruise power created a lean fuel/air mixture. Examination of the engine revealed scoring on both pistons, which was directly in line with the exhaust. According to a representative from the engine manufacturer, that type of failure was indicative of a heat seizure, normally associated with an excessive exhaust gas temperature, exceeding 1200 degrees F. The representative assumed that the engine was operating in a lean condition. According to the manufacturer's engine manual, during cruise and descents, it was very important that to avoid creating a lean mixture condition with high rpm and low throttle opening. Additionally, the manual warned that the engine was subject to sudden stoppage, and conformed to no aircraft standards.
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: 460 hours in all; 116 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 415 as pilot in command; 0 on instruments
- Last flight review: February 24, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 116 hours
- Last inspection: annual inspection, May 16, 2001; 40 hours since
- Maximum gross weight: 560 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 447 (piston); 0 hours total
The flight
- Departed from: NONE Saluda VA at 7:15 pm
- Destination: PVG Chesapeake VA
- Flight plan: none
- Runway 02, 3,524 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,000 ft
- Temperature: 75°F (24°C), dew point 63°F (17°C)
- Altimeter: 30.06 inHg
- Observation at 4:51 pm from ORF, 14 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.