Smith, Ted Aerostar AEROSTAR 601 accident near Wahpeton, North Dakota, November 6, 1992
On November 6, 1992 at about 10:15 pm local time, a Smith, Ted Aerostar AEROSTAR 601, registered N72AW, was substantially damaged in an accident near Wahpeton, North Dakota (Harry Stern airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
OTHER MAINTENANCE PERSONNEL'S IMPROPER MAINTENANCE (INSTALLATION).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 1992 · about 10:15 pm local time
- Place
- Wahpeton, North Dakota · Harry Stern · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Smith, Ted Aerostar AEROSTAR 601 AEROSTAR 6
- Registration
- N72AW · no longer on the register · serial 61-0219-095
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE INITIAL GROUND RUN, THE RIGHT ENGINE SURGED, HOWEVER POWER WAS REGAINED AND THE TAKEOFF CONTINUED. DURING THE INITIAL CLIMB, THE RIGHT ENGINE SURGED AGAIN AND THE ELECTRIC FUEL BOOST PUMP WAS TURNED ON, BUT FUEL PRESSURE WOULD NOT STABILIZE. THE PILOT PERFORMED A PRECAUTIONARY LANDING. WHILE TAXIING A PASSENGER NOTED A FIRE IN THE RIGHT ENGINE. THE PILOT SHUT DOWN BOTH ENGINES WITH THE MIXTURES, OPENED THE DOOR, AND HE AND HIS TWO PASSENGERS EVACUATED THE AIRPLANE. THE ENGINE FIRE CONTINUED, EVEN THOUGH AIRPORT PERSONNEL AND A LOCAL FIRE DEPARTMENT APPLIED FIRE SUPPRESSANT. THE FIRE WAS EXTINGUISHED AFTER THE PILOT RETURNED TO THE AIRPLANE AND TURNED OFF THE MASTER SWITCH. SUBSEQUENT EXAMINATION OF THE AIRPLANE REVEALED THAT THE FLEXIBLE FUEL LINE BETWEEN THE MECHANICAL FUEL PUMP AND THROTTLE CONTROL BODY WAS LOOSE AT THE FUEL PUMP END.
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: 1,040 hours in all; 27 in this make and model; 101 in the last 90 days; 41 in the last 30 days; 840 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, August 22, 1992
- Maximum gross weight: 5,700 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-S1A5 (piston); 0 hours total
- Fire on the ground
- Operator: Crop View CORP.
The flight
- Departed from: BWP at 10:15 pm
- Destination: 3SQ Saint Charles MO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,100 ft; not recorded at 3,100 ft
- Temperature: 21°F (-6°C), dew point 16°F (-9°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from FAR, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.