Nanchang 18A accident near Superior Twnshp, Michigan, August 2, 1995
On August 2, 1995 at about 3:30 pm local time, a Nanchang 18A, registered N46YK, was substantially damaged in an accident near Superior Twnshp, Michigan. It was a personal 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 operation of the airplane with a known deficiency in the fuel selector, and his improper positioning of the fuel selector. A factor relating to the accident was: the fuel selector's restriction of movement.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 1995 · about 3:30 pm local time
- Place
- Superior Twnshp, Michigan · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Nanchang 18A
- Registration
- N46YK · registry record · serial 2751232
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT AFTER TAKEOFF, HE REMAINED AT A LOW ALTITUDE TO MANEUVER AROUND CLASS B AIRSPACE. ABOUT TEN MINUTES INTO THE FLIGHT, 'THE FUEL PRESSURE DROPPED TO ZERO' AND THE ENGINE LOST POWER. DURING THE FORCED LANDING, THE 'GEAR CAUGHT IN MUD,' COLLAPSED AND THE AIRPLANE NOSED OVER. IN HIS WRITTEN STATEMENT, THE PILOT REPORTED THAT 'PRIOR TO TAKEOFF, ON SEVERAL PREVIOUS FLIGHTS, FUEL SELECTOR WAS HARD TO MOVE.' EXAMINATION OF THE FUEL SYSTEM REVEALED NO EVIDENCE OF PREIMPACT MALFUNCTION. THE FUEL SELECTOR VALVE FUNCTIONED NORMALLY WHEN TESTED, HOWEVER, THE VALVE WAS VERY DIFFICULT TO OPERATE FROM THE PILOT'S SEAT. IT WAS POSITIONED NEAR THE FRONT LEFT CORNER OF THE SEAT, AND ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, WAS 'DIFFICULT TO MANIPULATE, AND IT WAS DIFFICULT TO DETERMINE WHICH TANK WAS SELECTED OR IF THE VALVE WAS IN THE PROPER POSITION.'
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,474 hours in all; 175 in this make and model; 25 in the last 90 days; 25 in the last 30 days; 2,227 as pilot in command; 946 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 4,000 hours
- Last inspection: annual inspection, June 1, 1995; 20 hours since
- Maximum gross weight: 3,100 lb
- Seats: 2
- Landing gear: retractable
- Engine: Voronezh M-14P (piston); 0 hours total
The flight
- Departed from: 1D2 Plymouth MI at 3:20 pm
- Destination: 3G8 Batavia NY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: overcast at 2,000 ft; not recorded
- Temperature: 70°F (21°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.