Piper PA-23-250 accident near Stalwart, Michigan, November 23, 2002
On November 23, 2002 at about 5:00 pm local time, a Piper PA-23-250, registered N5985Y, was substantially damaged in an accident near Stalwart, Michigan. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management during the flight and the pilot's improper decision not to select the outboard fuel tank when a loss of engine power was experienced, resulting in fuel starvation, a sustained loss of engine power, and subsequent forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 2002 · about 5:00 pm local time
- Place
- Stalwart, Michigan · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N5985Y · no longer on the register · serial 27-3158
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise descent the left engine experienced a loss of engine power and the pilot performed a forced landing on an agricultural field. The pilot stated he checked the fuel quantity gauges and the "left fuel quantity was reading 1/4 tank and the fuel selector remained on the inboard tanks because the [gauge] indicated fuel in the tank." The pilot reported that he did not secure the left engine and feather the propeller because "the [left] engine was creating some thrust and this could be needed to reach land." The aircraft was situated over Lake Huron when the left engine experienced the loss of engine power. All four fuel tanks were drained during a post-accident inspection. The two inboard fuel tanks were empty and a total of 70 gallons of fuel was recovered from the two outboard tanks. The fuel tanks were not ruptured or damaged. The left engine started and ran without anomalies when the fuel selector was positioned on the outboard tank. The pilot reported that prior to departure "all fuel tanks were topped off", totaling 144 gallons.
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: airline transport pilot, 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: 2,898 hours in all; 281 in this make and model; 82 in the last 90 days; 25 in the last 30 days; 2,758 as pilot in command; 1,248 on instruments
- Last flight review: July 18, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, December 1, 2001
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming IO-540-C4B5 (piston); 0 hours total
- Engine 2: Lycoming IO-540-C4B5 (piston); 0 hours total
The flight
- Departed from: DUH Lambertville MI at 3:30 pm
- Destination: Y66 Drummond Island MI
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 800 ft
- Temperature: 32°F (0°C), dew point 30°F (-1°C)
- Altimeter: 29.68 inHg
- Observation at 4:55 pm from CIU, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.