Piper PA-34-200T accident near Petoskey, Michigan, September 23, 2001
On September 23, 2001 at about 6:38 pm local time, a Piper PA-34-200T, registered N952JW, was substantially damaged in an accident near Petoskey, Michigan. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 5 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning, the pilot's improper in-flight decisions, and the unsuitable terrain for landing. A factor relating to this accident was fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2001 · about 6:38 pm local time
- Place
- Petoskey, Michigan · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 5 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N952JW · no longer on the register · serial 34-7770204
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that the previous evening they had flown from Pontiac, Michigan, to Mackinac Island. He said that he figured the people, baggage, and fuel for the trip and determined that there would be enough fuel to fly from Pontiac to Mackinac Island, and then from Mackinac Island to Pellston, Michigan. The pilot said he planned to refuel at Pellston because they don't sell fuel at the Mackinac Island Airport. He said that when he taxied out for departure from Mackinac Island, he had 12 gallons of fuel in each tank. He said that Pellston was 10 minutes away. After takeoff, the pilot contacted ARTCC and received vectors to the ILS approach for Pellston. The weather at Pellston was ceilings of 800 broken, 1,500 overcast, 2-1/2 miles visibility with moderate rain. While on the localizer, the pilot reported losing the localizer. ARTCC provided vectors to the localizer. The pilot informed the controller he was low on fuel. The pilot intercepted the localizer and reported he was established on the approach. Three minutes later, the pilot informed ARTCC he was missed approach. The ARTCC controller asked the pilot what his intentions were. The pilot said he was low on fuel and needed to get down, and requested if there was an airport nearby that had good visibility. The controller provided weather information for several airports and a pilot report for Charlevoix. After considering the options, the pilot elected to proceed to Charlevoix and then decided to go to Gaylord, Michigan. Approximately 6 minutes later, the pilot reported losing an engine. The controller told the pilot the Harbor Springs Airport (D87) was 8 miles southeast of his position and asked the pilot if he still wanted to go to Gaylord? The pilot said yes. The controller asked the pilot if he had any approach plates for D87. The pilot said that he didn't have enough fuel to make D87. The controller said that D87 was now 8 miles in front of him and that he was set up for the RNAV approach to runway 10. The pilot said he would need help with the instructions to fly the approach. The pilot and the controller exchanged information for the approach. Approximately 13 minutes after losing the first engine, the pilot reported losing his other engine. The controller gave the pilot vectors to get him back toward D87. The pilot said that when he came out of the clouds he was 300 to 400 feet above the water. He said he could see the shore to his left. The pilot made a 30-degree turn toward the shore. The pilot put the airplane down on the shoreline. The airplane nosed over. An examination of the airplane showed no anomalies.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 567 hours in all; 15 in this make and model; 127 in the last 90 days; 61 in the last 30 days; 519 as pilot in command; 135 on instruments
- Last flight review: June 9, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,464.6 hours
- Last inspection: annual inspection, September 12, 2001; 12.6 hours since
- Maximum gross weight: 4,570 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental TSIO-360-EB (piston); 0 hours total
- Engine 2: Continental TSIO-360-KBCE (piston); 0 hours total
The flight
- Departed from: MCD Mackinac Island MI at 6:30 pm
- Destination: PLN Pelston MI
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 030° at 14 knots
- Visibility: 2.5 statute miles
- Sky: broken clouds at 800 ft; a few clouds at 300 ft
- Temperature: 55°F (13°C), dew point 54°F (12°C)
- Altimeter: 29.93 inHg
- Observation at 6:54 pm from PLN, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 5 |
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.