Amateur-built BUSHBY MUSTANG II accident near Woodstock, Illinois, September 8, 2013
On September 8, 2013 at about 10:50 pm local time, a amateur-built BUSHBY MUSTANG II, registered N54WS, was substantially damaged in an accident during enroute (cruise) near Woodstock, Illinois. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management, which resulted in a loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2013 · about 10:50 pm local time
- Place
- Woodstock, Illinois · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BUSHBY MUSTANG II
- Registration
- N54WS · no longer on the register · serial WS-1
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While at an altitude of 2,200 feet above ground level, the engine began to lose partial power. The pilot attempted to regain engine power by switching the fuel selector to the auxiliary or header tank; however, the engine subsequently lost total power. The pilot executed a forced landing to a field. During the forced landing, the airplane impacted vegetation and came to rest upright. Postaccident examination of the airplane showed that the right wing fuel tank was empty and left wing fuel tank contained some fuel. The auxiliary or header fuel tank was full of fuel. Examination of the engine and fuel system revealed no mechanical anomalies that would have precluded normal operation. The engine was functionally tested on the airframe. During the functional test, the engine started and operated without any anomalies noted. It is likely that the pilot was feeding fuel to the engine from a wing tank and did not switch to the auxiliary tank in time before the engine lost 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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 957 hours in all; 36 in this make and model; 23 in the last 90 days; 21 in the last 30 days; 855 as pilot in command
- Last flight review: August 9, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,483 hours
- Last inspection: annual inspection, August 1, 2013
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: CBF Council Bluffs IA at 6:40 pm
- Destination: C81 Grayslake IL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 090° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.95 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.