Boeing E75N1 accident near Rhinebeck, New York, September 23, 2001
On September 23, 2001 at about 9:50 pm local time, a Boeing E75N1, registered N57940, was substantially damaged in an accident near Rhinebeck, New York (Old Rhinebeck Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial power loss for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2001 · about 9:50 pm local time
- Place
- Rhinebeck, New York · Old Rhinebeck Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing E75N1 · all E75N1s on the register
- Registration
- N57940 · registry record · serial 75-2803
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Within a 2-year period prior to the accident, the pilot had operated out of the 2,200-foot turf runway approximately 20 times. During the accident takeoff, the airplane was about 50 feet above the ground with 500 feet of runway remaining, when the engine "coughed." However, the pilot believed the engine continued to develop full power, and there was insufficient runway remaining to abort the takeoff. The pilot maintained a climb speed of 65 mph, but as the airplane neared the end of the runway, the climb rate decreased, and the airplane struck trees. The pilot stated that he usually cleared the trees by 100 feet. He added that the airplane was equipped with a mid-range metal propeller, and the fuel tanks were approximately ¾ full. The pilot further stated that 1 week after the accident, some witnesses told him that the engine didn't quite sound the same during the accident takeoff as it did during previous takeoffs, but nobody could positively confirm a power loss. Examination of the engine by an FAA inspector did not reveal any pre-impact mechanical malfunctions.
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: 1,203 hours in all; 117 in this make and model; 83 in the last 90 days; 29 in the last 30 days; 1,203 as pilot in command
- Last flight review: March 13, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 4,299 hours
- Last inspection: annual inspection, August 12, 2001; 25 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming R680-17-B4E (piston); 0 hours total
The flight
- Departed from: NY94 Rhinebeck NY at 9:50 pm
- Destination: K23 Cooperstown NY
- Flight plan: none
- Runway 02, 2,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 30.04 inHg
- Observation at 9:53 pm from POU, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.