Piper PA-24-250 accident near Bolivar, Missouri, February 11, 2005
On February 11, 2005 at about 1:40 am local time, a Piper PA-24-250, registered N5961P, was substantially damaged in an accident near Bolivar, Missouri. It was a personal flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to the pilot's inaccurate preflight and inflight planning which resulted in an inadequate fuel supply for the flight, and the subsequent fuel exhaustion. A factor associated with the accident was the trees that the airplane contacted during the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 2005 · about 1:40 am local time
- Place
- Bolivar, Missouri · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N5961P · no longer on the register · serial 24-1052
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane contacted trees and terrain on final approach to land following a loss of engine power due to fuel exhaustion. The pilot reported he topped the airplane off prior to departure for the cross country flight. He stated he flew at 8,500 feet with a power setting of 2,400 rpm and 22" of manifold pressure. The pilot stated he leaned the mixture by pulling it back until the engine ran rough, then he increased the mixture until it ran smooth again. The pilot reported he became concerned about the amount of fuel on board when he noticed the "fuel gage drop" while en route. He contacted a nearby airport and inquired about obtaining fuel. The airport manager stated they did not have fuel services, but recommended another nearby airport for fuel. He reported the fuel in one of his fuel tanks was exhausted when he was about half way to the alternate airport and the other fuel tank was exhausted when he was in the traffic pattern to land. The pilot stated he miscalculated the headwind and he turned final approach too far out from the runway. He stated the airplane got too low and the right wing contacted trees just before the airplane crashed on the golf course. The airplane had been airborne for approximately 4 hours prior to the fuel exhaustion. Post accident inspection of the airplane revealed no evidence of fuel at the accident site or in either of the airplane's fuel tanks.
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: single-engine land
- Flight time: 775 hours in all; 6 in this make and model; 18 in the last 90 days; 11 in the last 30 days; 150 as pilot in command
- Last flight review: June 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,620 hours
- Last inspection: annual inspection, December 1, 2004
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1A5 (piston); 0 hours total
The flight
- Departed from: Z98 Zeeland MI at 10:40 pm
- Destination: LLU Lamar MO
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 30°F (-1°C), dew point 23°F (-5°C)
- Altimeter: 30.32 inHg
- Observation at 1:52 am from SGF, 21 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.