Amateur-built CHALLENGER II accident near Cedar Springs, Michigan, September 3, 1995
On September 3, 1995 at about 10:53 pm local time, a amateur-built CHALLENGER II, registered N4281D, was substantially damaged in an accident near Cedar Springs, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate engine maintenance by the owner/pilot-mechanic. Factors associated with the accident were fouled spark plugs and the pilot not being able to maintain proper altitude/clearance between his airplane and the electrical power lines during his landing approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 1995 · about 10:53 pm local time
- Place
- Cedar Springs, Michigan · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CHALLENGER II CHALLENGER
- Registration
- N4281D · registry record · serial CH1290CW599
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WITNESSES STATED THE HOMEBUILT AIRPLANE'S ENGINE BEGAN SPUTTERING DURING ITS INITIAL CLIMB AFTER TAKEOFF AND THE AIRPLANE CIRCLED BACK TOWARD THE AIRPORT FOR A LANDING. DURING ITS APPROACH THE AIRPLANE'S TAIL WHEEL STRUCK A POWER LINE AND THE AIRPLANE PITCHED DOWN AND COLLIDED WITH THE GROUND. THE ON-SCENE INVESTIGATION REVEALED CONTROL CABLE CONTINUITY WITH THEIR RESPECTIVE CONTROL SURFACES, AND FOUR FOULED SPARK PLUGS, TWO THAT HAD NO VISIBLE ELECTRODE GAP. THE PILOT SAID THE PLUGS DIDN'T HAVE TO BE CLEANED OR CHANGED UNTIL THEY OPERATED FOR 50 HOURS. THE PILOT SAID THE PLUGS HAD BEEN USED ABOUT 50 HOURS. AN ENGINE MANUFACTURER'S REPRESENTATIVE SAID THE PLUGS NEED TO BE CHANGED AFTER 25 HOURS OF ENGINE RUNNING TIME. THE REPRESENTATIVE SAID THE ENGINE MUST BE DECARBONIZED AFTER 50 HOURS OF OPERATION. THE PROCEDURE IS TO INSPECT THE ENGINE AFTER DISMANTLING THE CYLINDERS, HEADS, AND PISTONS. THE OWNER/PILOT SAID HE CHECKED FOR CARBONIZATION BY LOOKING IN THE EXHAUST PORT. THE REPRESENTATIVE SAID THIS IS NOT THE CORRECT PROCEDURE.
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: 426 hours in all; 300 in this make and model; 426 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: annual inspection
- Landing gear: fixed
- Engine: Rotax 503 (piston); 0 hours total
The flight
- Departed from: RLA MI at 10:53 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from MKG, 30 miles away
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.