Aviat PITTS S-2B accident near Worth, Illinois, November 1, 2000
On November 1, 2000 at about 10:00 pm local time, a Aviat PITTS S-2B, registered N169DM, was substantially damaged in an accident near Worth, Illinois. 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 inadequate preflight of the airplane and his failure to verify the fuel supply on board, which resulted in fuel exhaustion. Factors associated with the accident were the low altitude at which the power loss occurred and the lack of suitable terrain given the low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 2000 · about 10:00 pm local time
- Place
- Worth, Illinois · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aviat PITTS S-2B
- Registration
- N169DM · registry record · serial 5287
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted the terrain following a loss of engine power. The pilot reported that he performed a preflight of the airplane with the exception of verifying a chart used to keep track of the fuel on board. According to the pilot he thought there were 19 gallons of fuel on board, however, 15.2 gallons of the fuel were used on a previous flight. He reported, "...I misread that part of the calculation." Fuel exhaustion occurred about 20 minutes after takeoff while at an altitude of 1,050 feet above the ground. The pilot reported "Approximately 22 seconds later I impacted the ground with a 75' landing distance, measured using step method. A/C did not roll or tumble, but I was able to keep it upright through the impact. The speed of impact was approximately 110 mph as I had to avoid a bridge and set it down immediately." He reported on the form that the accident cold have been prevented "By thorough ground, physical, preflight. Do not use a chart, without actual in sight ck. of fuel levels."
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,485 hours in all; 145 in this make and model; 20 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Last inspection: annual inspection
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: IKK Kankakee IL at 9:40 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 3,500 ft
- Temperature: 162°F (72°C), dew point 118°F (48°C)
- Altimeter: 29.00 inHg
- Observation at 9:53 pm from MDW, 14 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.