Ryan ST3KR accident near Coldwater, Michigan, July 22, 2007
On July 22, 2007 at about 3:00 pm local time, a Ryan ST3KR, registered N59220, was substantially damaged in an accident near Coldwater, Michigan (Branch County airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain sufficient airspeed during the initial climb after takeoff, which resulted in an inadvertent stall/mush condition. A contributing factor was the low altitude at the time of the inadvertent stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2007 · about 3:00 pm local time
- Place
- Coldwater, Michigan · Branch County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Ryan ST3KR
- Registration
- N59220 · no longer on the register · serial 2058
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain after takeoff from runway 16 (2,400 feet by 190 feet, turf). The pilot reported that they had stopped at the accident airport for fuel. At the time of their initial approach and landing winds aloft were from the east; however, surface winds were from the west. They subsequently landed on runway 25 (5,350 feet by 75 feet, asphalt) without incident. The pilot stated that after fueling surface winds had reversed direction. They were now from the east at 8 to 10 knots. He elected to use runway 16 for takeoff because he felt the airplane "handled better on grass." The pilot reported that when the airplane lifted off, it "felt light" and "loose controlled" so he lowered the nose in order to gain airspeed. He noted feeling a "slight bump or lift followed by a rapid drop of [the] left wing and nose." The airplane subsequently impacted the ground. Examination of the flight control system did not reveal any anomalies consistent with a pre-impact failure. Winds recorded by the departure airport Automated Weather Observing System (AWOS) within 5 minutes of the accident were from 140 degrees at 4 knots.
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: 2,333 hours in all; 217 in this make and model; 33 in the last 90 days; 5 in the last 30 days; 2,050 as pilot in command
- Last flight review: September 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rear
- Injury: minor injuries
The aircraft
- Airframe total time: 2,533 hours
- Last inspection: annual inspection, June 1, 2007
- Maximum gross weight: 1,885 lb
- Seats: 2
- Landing gear: fixed
- Engine: Kinner R-56 (piston); 0 hours total
The flight
- Departed from: OEB Coldwater MI at 3:00 pm
- Flight plan: none
- Runway 16, 2,400 ft by 190 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 52°F (11°C)
- Altimeter: 30.29 inHg
- Observation at 2:57 pm from OEB
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.