Amateur-built Flightstar accident near Middleboro, Massachusetts, April 16, 2005
On April 16, 2005 at about 10:15 pm local time, a amateur-built Flightstar, registered N125KM, was substantially damaged in an accident near Middleboro, Massachusetts. 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
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 16, 2005 · about 10:15 pm local time
- Place
- Middleboro, Massachusetts · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Flightstar
- Registration
- N125KM · registry record · serial 797
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While returning to the airport for landing, the engine "came to a rapid stop." The pilot then performed a forced landing to a field, and during the landing rollout, the airplane impacted a fence. The Rotax engine was test run after the accident, with no abnormalities noted. Additionally, sufficient fuel was observed in the fuel tanks and fuel lines running to the engine. Review of the operator manual for the Rotax engine revealed, "Danger! This engine, by its design, is subject to sudden stoppage! Engine stoppage can result in crash landings. Such crash landings can lead to serious bodily injury or death. Never fly the aircraft equipped with this engine at locations, airspeeds, altitudes, or other circumstances from which a successful no-power landing cannot be made, after sudden engine stoppage." The manual further stated, "Warning! This is not a certified aircraft engine. It has not received any safety or durability testing, and conforms to no aircraft standards. It is for use in experimental, uncertificated aircraft and vehicles only in which an engine failure will not compromise safety. User assumes all risk of use, and acknowledges by his use that he knows this engine is subject to sudden stoppage."
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: 154 hours in all; 8 in this make and model; 85 as pilot in command
- Last flight review: November 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 47 hours
- Last inspection: annual inspection, November 1, 2004; 3 hours since
- Maximum gross weight: 760 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 503 UL DCDI (piston); 0 hours total
The flight
- Departed from: NONE Middleboro MA at 9:45 pm
- Flight plan: none
Weather at the time
- Wind: from 040° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 18°F (-8°C)
- Altimeter: 30.44 inHg
- Observation at 9:52 pm from TAN, 5 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.