Piper PA-28-235 accident near Carleton, Michigan, December 22, 2002
On December 22, 2002 at about 10:00 pm local time, a Piper PA-28-235, registered N8555W, was substantially damaged in an accident near Carleton, Michigan (Willow Run 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 #2 cylinder exhaust valve failed due to undetermined reasons. A factor associated with the accident was the soft terrain encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 22, 2002 · about 10:00 pm local time
- Place
- Carleton, Michigan · Willow Run · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-235 · all PA-28-235s on the register
- Registration
- N8555W · registry record · serial 28-10069
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The nose gear collapsed during an off airport forced landing following a loss of engine power. The pilot reported that while en route to his destination, the engine power dropped to 1,300 rpm. He stated he applied carburetor heat, turned on the auxiliary fuel pump, and switched fuel tanks to no avail. The pilot reported that the passenger checked the engine instruments and all indications were normal. The pilot contacted the Willow Run Air Traffic Control Tower and informed them of the situation, stating that he was going to land at their airport. After turning toward the airport, the pilot determined he was not going be able to reach the airport, so he pilot selected a plowed field in which to land. The nose gear collapsed during the landing and the airplane came to rest on the engine cowling and main landing gear. Examination of the engine revealed the #2 cylinder exhaust valve was broken off and a piece of the #2 cylinder was missing. Portions of the exhaust valve and valve stem were recovered from the engine. Visual examination revealed the fractured surfaces were deformed and obscured by impact damage to such a degree that the failure mode could not be determined.
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: 2,085 hours in all; 40 in this make and model; 45 in the last 90 days; 10 in the last 30 days; 2,020 as pilot in command
- Last flight review: August 15, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, February 12, 2002
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-B4B5 (piston); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 9:15 pm
- Destination: TFF Monroe MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 20 knots, gusting 26
- Visibility: 10 statute miles
- Sky: overcast at 2,400 ft
- Temperature: 30°F (-1°C), dew point 21°F (-6°C)
- Altimeter: 29.80 inHg
- Observation at 9:50 pm from YIP, 18 miles away
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.