Alexander MA-5 Charger accident near Spanaway, Washington, February 3, 2001
On February 3, 2001 at about 6:45 pm local time, a Alexander MA-5 Charger, an amateur-built aircraft,, registered N58LA, was substantially damaged in an accident near Spanaway, Washington. 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 apply carburetor heat prior to takeoff while operating in serious carburetor icing conditions. Factors include operating in serious carburetor icing conditions, and rough/uneven terrain in the area of the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2001 · about 6:45 pm local time
- Place
- Spanaway, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Alexander MA-5 Charger, amateur-built
- Registration
- N58LA · registry record · serial 074
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After taxiing from the far end of the field and performing his pre-takeoff run-up check, the pilot experienced problems with his VHF radio and intercom. While he was attempting to correct the problems, he allowed the engine to idle in serious carburetor icing conditions for three or four minutes. After correcting the communications equipment problems, the pilot pulled onto the runway and took off without applying the carburetor heat to eliminate any carburetor ice that may have accumulated since the run-up check. After reaching an altitude of about 200 feet above the ground, the engine began to lose power. Because the loss of power made it impossible to maintain altitude, the pilot attempted a forced landing on a nearby golf course. Although the touchdown was successful, the main landing gear collapsed when the aircraft encountered rough/uneven terrain during the landing roll. A post accident inspection of the engine did not reveal any evidence of anomalies or malfunctions that would have contributed to the loss of 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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,340 hours in all; 5 in the last 90 days; 1 in the last 30 days
- Last flight review: July 28, 1990
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 1,302 hours
- Last inspection: annual inspection, July 10, 2000; 16 hours since
- Maximum gross weight: 1,550 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: WA61 Spanaway WA at 6:42 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 41°F (5°C)
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.