Clark T Bird II accident near Elberon, Virginia, October 2, 2001
On October 2, 2001 at about 10:28 pm local time, a Clark T Bird II, an amateur-built aircraft,, registered N673KD, was substantially damaged in an accident near Elberon, Virginia (Private airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. 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
- October 2, 2001 · about 10:28 pm local time
- Place
- Elberon, Virginia · Private · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Clark T Bird II, amateur-built
- Registration
- N673KD · no longer on the register · serial 900110
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine start, taxi, and run-up seemed normal. The pilot then tookoff on runway 09, a 1,800-foot long, 50-foot wide turf runway. About 50 feet above the ground, the engine lost partial power, and the pilot lowered the nose of the airplane. He then turned right to avoid tree stumps, and the airplane impacted in a soybean field, located off the right side of the runway. The pilot added that within the 60-day period prior to the accident, on two occasions, he had difficulty priming the engine. However, after each occurrence, the fittings and primer hose appeared normal. The airport manager examined the airplane after the accident. He observed that the primer hose, which connected the fuel primer to both carburetors, was loose. The manager could not be certain if it was loose before the impact, or if the impact loosened the hose. A Federal Aviation Administration inspector examined the engine. He was able to rotate the propeller by hand, and attain thumb compression on both cylinders. The inspector observed fuel in the fuel bowl, it appeared similar to automotive gasoline, and was absent of contamination. Due to safety concerns, the inspector did not attempt to check the spark plugs.
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; instrument: airplane
- Flight time: 509 hours in all; 49 in this make and model; 509 as pilot in command
- Last flight review: April 26, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 49 hours
- Last inspection: annual inspection, May 16, 2001; 49 hours since
- Maximum gross weight: 1,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: NONE Elberon VA at 10:28 pm
- Flight plan: none
- Runway 090, 1,800 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 57°F (14°C)
- Altimeter: 30.03 inHg
- Observation at 10:54 pm from PHF, 12 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.