Stinson ST-75 accident near Anchorage, Alaska, April 11, 1996
On April 11, 1996 at about 6:12 pm local time, a Stinson ST-75, registered N235C, was substantially damaged in an accident near Anchorage, Alaska. 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 select the proper fuel tank prior to takeoff resulting in fuel starvation. A factor in the accident was the pilot's failure to follow the checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 1996 · about 6:12 pm local time
- Place
- Anchorage, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson ST-75
- Registration
- N235C · no longer on the register · serial 3235
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane had a new fuel valve installed and the mechanic put 10 gallons of fuel in each wing tank to perform the installation and tests. Prior to takeoff, the pilot filled the right fuel tank and did not visually check the left fuel tank quantity. The pilot stated that his taxi and runup took approximately 15 minutes. This was accomplished with the left fuel tank selected. The pilot made the takeoff and after reaching 300 feet above the ground, the engine lost power. He selected the right fuel tank and some power was restored. He stated that he was too low to the ground so he turned his attention to the forced landing. Later examination showed that the left fuel tank had 15 gallons of fuel. However, the left wing tip was resting on the ground and the fuel tanks interconnect through the fuel valve even when the fuel valve is in the off position. The aircraft owner's operating manual pre takeoff checklist states that the fuel selector should be placed on the tank with the greatest amount of fuel. The engine was examined and no mechanical failure was found.
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: 1,912 hours in all; 1,003 in this make and model; 5 in the last 90 days; 5 in the last 30 days; 1,890 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,152 hours
- Last inspection: annual inspection, April 3, 1996; 4 hours since
- Maximum gross weight: 2,230 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: MRI AK at 1:11 pm
- Destination: HOM Homer AK
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 2 knots
- Visibility: 80 statute miles
- Temperature: 39°F (4°C), dew point 18°F (-8°C)
- Altimeter: 29.00 inHg
- Observation at 1:17 pm from MRI, 1 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.