Piper PA-34-220T accident near Charlevoix, Michigan, February 2, 2001
On February 2, 2001 at about 9:30 pm local time, a Piper PA-34-220T, registered N4123K, was substantially damaged in an accident near Charlevoix, Michigan (Charlevoix Municipal Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot failed to maintain directional control of the airplane due to inadequate compensation for the wind conditions. Factors associated with the accident were the gusty crosswind, the icy runway, and the snow bank.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2001 · about 9:30 pm local time
- Place
- Charlevoix, Michigan · Charlevoix Municipal Airport
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-220T · all PA-34-220Ts on the register
- Registration
- N4123K · no longer on the register · serial 3449052
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a snow bank following a loss of control during landing roll. The landing was being made on runway 27. The pilot reported that during the landing roll, the airplane veered to the right of the runway due to too much right aileron input. He reported he neutralized the aileron and steered with the rudder. A gust of wind along with the crosswind then lifted the right wing and the airplane veered to the left where it contacted ice on the runway and slid into a snow bank. Inspection revealed the center of the runway was clear, however, there were patches of ice along the left side of the runway. The snow along the sides of the runway was high enough so that only the tops of the runway lights were visible. The pilot reported winds from 330 at 12 knots, gusting to 17 knots. A weather observation at the airport taken 6 minutes after the accident reported winds from 320 degrees at 9 knots.
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; instrument: airplane
- Flight time: 1,337 hours in all; 235 in this make and model; 46 in the last 90 days; 21 in the last 30 days; 1,239 as pilot in command
- Last flight review: March 29, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 537 hours
- Last inspection: annual inspection, February 1, 2001; 162 hours since
- Maximum gross weight: 4,750 lb
- Seats: 5
- Landing gear: retractable
- Engine 1: Continental TSIO-360-RB1B (piston); 0 hours total
- Engine 2: Continental TSIO-360-RB1B (piston); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 8:00 pm
- Destination: CVX Charlevoix MI
- Flight plan: IFR
- Runway 27, 4,550 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,900 ft
- Temperature: 18°F (-8°C), dew point 9°F (-13°C)
- Altimeter: 30.12 inHg
- Observation at 9:36 pm from CVX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.