Wsk Pzl Mielec M-18A DROMADER accident near Clinton, Missouri, July 14, 1995
On July 14, 1995 at about 6:30 pm local time, a Wsk Pzl Mielec M-18A DROMADER, registered N168RA, was substantially damaged in an accident near Clinton, Missouri. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's not using the flight manual and not understanding the fuel management for this particular airplane. Factors were the fuel system vent partial blockage and information unclear (phraseology) for the fuel management valve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 1995 · about 6:30 pm local time
- Place
- Clinton, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk Pzl Mielec M-18A DROMADER M-18A DROM
- Registration
- N168RA · no longer on the register · serial 1Z015-15
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Although the pilot had accumulated 2,400 hours flight time in the type of airplane involved in this accident, he stated that he had never flown one with the fuel management system this one had. He stated that he did not read the flight manual. Because he had previously noted uneven fuel flow from the tanks, he did not think it unusual that the low fuel warning light on the left tank came on therefore he elected to continue flight. About fifteen minutes later the engine lost power and necessitated a forced landing. There was a handle in this airplane marked 'Overflow Fuel Valve - Pull.' The manual indicates that this valve is intended to prevent engine failure in flight, by equalizing the fuel between left and right fuel tanks. The pilot said he thought it was some sort of dump valve and made no attempt to use it. Other operators of this type of airplane stated that they had experienced fuel vent problems when they imported and assembled the airplane. This airplane had operated 1.7 hours prior to the accident flight and then operated 2.5 hours prior to the power loss.
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: 18,400 hours in all; 2,400 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 1,809 hours
- Last inspection: annual inspection, June 25, 1995; 4 hours since
- Maximum gross weight: 9,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pzl-Kalisz ASZ-621R-M18 (piston); 0 hours total
The flight
- Departed from: NONE Helena AR at 4:00 pm
- Destination: K84 Lees Summit MO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.