Amateur-built Avid Amphibian accident near Creswell, Oregon, November 14, 2004
On November 14, 2004 at about 10:00 pm local time, a amateur-built Avid Amphibian, registered N80AH, was substantially damaged in an accident near Creswell, Oregon (Walker Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Carburetor icing and the failure of the pilot to maintain airspeed which resulted in a stall. Factors contributing to the accident included the lack of a carburetor heat system and the probability of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 2004 · about 10:00 pm local time
- Place
- Creswell, Oregon · Walker Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Avid Amphibian
- Registration
- N80AH · no longer on the register · serial 80A
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff the pilot experienced a partial loss of engine power, followed a few seconds later by a total loss of engine power. The pilot initiated an approach to a landing straight ahead, but obstructions in his path necessitated a left turn to an open pasture. In his turn toward the pasture the pilot noticed several cows in his path, requiring him to turn further left to avoid them at a low altitude, resulting in a loss of airspeed and a subsequent stall. The aircraft impacted terrain with its left wing, coming to rest in an upright position. FAA inspectors were unable to confirm flight control continuity, but were able to confirm continuity through the engine drive train. The pilot reported to the inspectors that the engine was not equipped with a carburetor heat system and that he suspected carburetor ice. According to information on a Carburetor Icing Probability Chart, and the temperature/dew point in which the airplane was operating, a "serious icing" probability could have existed.
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: multi-engine land; single-engine land
- Flight time: 792 hours in all; 33 in this make and model; 10 in the last 90 days; 3 in the last 30 days; 769 as pilot in command
- Last flight review: March 18, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 161 hours
- Last inspection: annual inspection, March 1, 2004; 3.8 hours since
- Maximum gross weight: 1,200 lb
- Seats: 3
- Landing gear: fixed
- Engine: Rotax 582 VL (piston); 0 hours total
The flight
- Departed from: OR57 Cottage Grove OR at 10:00 pm
- Flight plan: none
- Runway 36, 1,743 ft by 80 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 10,420 ft
- Temperature: 55°F (13°C), dew point 48°F (9°C)
- Altimeter: 30.04 inHg
- Observation at 10:54 pm from EUG, 18 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.
Other NTSB records under N80AH the same tail number, which may have belonged to a different aircraft at the time
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.