Piper PA-23-250 accident near Ironwood, Michigan, December 28, 2004
On December 28, 2004 at about 5:35 pm local time, a Piper PA-23-250, registered N5398M, was substantially damaged in an accident near Ironwood, Michigan (Gogebic County airport). It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fatigue fracture of an engine cylinder resulting in a loss of power on the left engine. Additional causes were the pilot's failure to maintain minimum control airspeed (Vmc), the resulting loss of aircraft control, and an inadvertent stall/spin. Contributing factors were the pilot's failure to feather the propeller on the failed engine and his decision to turn toward the inoperative engine during the circling maneuver. Additional factors were the inoperative hydraulic system pump and the emergency landing gear actuation which caused the pilot to circle prior to landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 28, 2004 · about 5:35 pm local time
- Place
- Ironwood, Michigan · Gogebic County · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N5398M · no longer on the register · serial 27-7754135
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The twin-engine airplane was substantially damaged during an in-flight collision with terrain following a loss of control in the airport traffic pattern. Approximately 20 minutes prior to the accident the pilot transmitted: "I've got single engine problems here mayday mayday." Radar track data depicted the aircraft established on a northwest course at 3,500 feet mean sea level. At the time the pilot reported the engine failure, track data showed the aircraft entered a descending left turn, losing 1,000 feet and reaching a south heading 24 seconds later. The pilot regained control of the aircraft and air traffic control provided guidance to the destination airport, which was the nearest airport. The pilot subsequently established the aircraft on approach to the airport. The pilot stated that he was going to circle the airport to the left and hand pump the gear down. The aircraft impacted terrain approximately one-quarter mile south of the runway in the side yard of a residence. The residence was located adjacent to airport property. A line of trees about 40 feet in height was located approximately 19 feet west of the accident site. No evidence of a tree strike was observed. The airplane came to rest resting on the nose and the wings. The empennage was oriented vertically, approximately 65 degrees relative to the terrain. The landing gear was extended. Examination of the left engine revealed a separation of the No. 4 cylinder head. The cylinder head had separated between the second and third cooling fin. Metallurgical examination revealed that the fracture was consistent fatigue cracking. Examination of the left propeller and propeller governor did not reveal any anomalies preventing normal operation of the feathering mechanism. Observations during the left propeller teardown were consistent with the propeller not being in the feathered position at the time of the accident. Maintenance records indicated that approximately 345 hours had accumulated on both engines since overhaul. No other anomalies were observed. According to the aircraft manufacturer's documentation, the accident aircraft hydraulic system was powered by one engine-driven hydraulic pump mounted on the left engine. Hydraulic pressure was used to control the retractable landing gear and the flaps. In the event the left engine loses power the hydraulic pump is not powered and emergency gear extension must be used.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 950 hours in all; 309 in this make and model; 125 in the last 90 days; 7 in the last 30 days; 641 as pilot in command
- Last flight review: February 26, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,210.5 hours
- Last inspection: annual inspection, December 11, 2004; 6.7 hours since
- 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: MNM Menominee MI at 4:10 pm
- Destination: IWD Ironwood MI
- Flight plan: IFR
- Runway 27, 6,501 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 12 knots
- Visibility: 5 statute miles
- Sky: overcast at 1,100 ft
- Temperature: 25°F (-4°C), dew point 18°F (-8°C)
- Altimeter: 29.88 inHg
- Observation at 5:35 pm from IWD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.