Piper PA-23-160 accident near Ely, Minnesota, May 27, 1993
On May 27, 1993 at about 6:20 pm local time, a Piper PA-23-160, registered N3333P, was substantially damaged in an accident near Ely, Minnesota. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's decision to continue flight with a known deficiency in the airplane's hydraulic system. Factors associated with the accident are the loss of power in the left engine due to fuel contamination, and a leak in the hydraulic system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 1993 · about 6:20 pm local time
- Place
- Ely, Minnesota · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N3333P · no longer on the register · serial 23-1284
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THE LEFT ENGINE LOST POWER WHILE THE FLIGHT WAS CRUISING AT 7,000' MSL. HE SAID HE FEATHERED THE LEFT PROP, BUT CONTINUED TO LOSE ALTITUDE. HE WAS UNABLE TO MAINTAIN ALTITUDE, AND MADE A FORCED LANDING INTO TREE TOPS. THE PILOT REPORTED THAT THE AIRPLANE'S MAIN LANDING GEAR HAD KEPT 'SAGGING' THROUGHOUT THE FLIGHT, AND HE WAS REQUIRED TO PLACE THE MAIN GEAR SELECTOR IN THE 'UP' POSITION EVERY 3 TO 5 MINUTES. HE SAID THE GEAR PROBLEM WAS APPARENTLY CAUSED BY A SLOW LEAK IN THE HYDRAULIC SYSTEM, AND THAT IT HAD BEEN SCHEDULED FOR REPAIR. HE WROTE IN HIS REPORT TO THE NTSB: 'IN RETROSPECT, I BELIEVE THIS SEEMINGLY MINOR PROBLEM MAY HAVE BEEN OF CRITICAL SIGNIFICANCE IN CAUSING THIS PROBLEM...I MAY HAVE BEEN ABLE TO RECOGNIZE THIS AS THE SOURCE OF DRAG...AND AVOID THE CRASH-LANDING.' AN EXAMINATION OF THE LEFT ENGINE AFTER THE ACCIDENT DISCLOSED WATER AND DEBRIS IN THE FUEL SYSTEM AND BLACKENED SPARK PLUGS.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,715 hours in all; 137 in this make and model; 59 in the last 90 days; 39 in the last 30 days; 2,466 as pilot in command; 1 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,965 hours
- Last inspection: annual inspection, March 26, 1993; 88 hours since
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-320-B3B (piston); 0 hours total
- Operator: Crystal Shamrock, INC.
The flight
- Departed from: 03Y Hallock MN at 4:00 pm
- Destination: CKC Grand Marais MN
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 11 knots
- Visibility: 2 statute miles
- Temperature: 46°F (8°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 7:00 pm from ELO, 4 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.