Navion L-17B accident near Newaygo, Michigan, August 23, 2001
On August 23, 2001 at about 10:40 pm local time, a Navion L-17B, registered N1017B, was substantially damaged in an accident near Newaygo, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot inadvertently positioning the fuel selector in an intermediate position, resulting in a loss of engine power. An additional cause was the pilot's failure to verify the fuel selector position during the engine restart attempt. Factors to the accident include the restricted fuel flow, fuel starvation, and the presence of trees during the forced landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2001 · about 10:40 pm local time
- Place
- Newaygo, Michigan · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Navion L-17B · all L-17Bs on the register
- Registration
- N1017B · registry record · serial NAV-4-1668
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a loss of engine power while in cruise flight and the pilot performed a forced landing into a forested area. Witnesses reported the aircraft was experiencing engine difficulties prior to and during the collision with the trees and terrain. Approximately 12 gallons of uncontaminated aviation fuel was drained from the main fuel system. The fuel supply line, forward of the firewall, was disconnected and no fuel drained from the line. The fuel selector, located on the fuselage floor between the two pilot seats, was found approximately halfway between the "AUX" and "OFF" positions. When the electric fuel pump was operated the fuel delivery was limited and sporadic with the fuel selector positioned as found. With the fuel selector positioned on "AUX" or "MAIN" the fuel delivery increased significantly and remained constant. There was no fuel flow with the fuel selector positioned on "OFF." The fuel selector was repositioned in-between "AUX" and "OFF" and fuel delivery was again limited and sporadic. No anomalies were found with the engine or its accessories that could be associated with a pre-impact condition that would have prevented the normal operation of the engine.
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: 699 hours in all; 23 in this make and model; 2 in the last 90 days; 0 in the last 30 days; 588 as pilot in command
- Last flight review: July 19, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,281.7 hours
- Last inspection: annual inspection, August 18, 2001; 0.7 hours since
- Maximum gross weight: 2,750 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental O-470-7B (piston); 0 hours total
The flight
- Departed from: 13C Lakeview MI
- Destination: 3FM Fremont MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 61°F (16°C)
- Altimeter: 30.04 inHg
- Observation at 10:36 pm from RQB, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI01FA290.