Piper PA-28R-201 accident near Curran, Michigan, May 2, 1999
On May 2, 1999 at about 2:45 pm local time, a Piper PA-28R-201, registered N5274A, was destroyed in an accident near Curran, Michigan (Mohammed Ranch-Private airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the inadvertent stall/mush. Factor which contributed to this accident were the pilot's inadequate preflight planning, the premature lift-off during the takeoff, the airplane's low airspeed following lift-off, and the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1999 · about 2:45 pm local time
- Place
- Curran, Michigan · Mohammed Ranch-Private · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-201 · all PA-28R-201s on the register
- Registration
- N5274A · no longer on the register · serial 28-37022
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot's father was positioned at the departure end of runway 09. From there, he watched the airplane make its takeoff run. He said that the airplane was about 1,000 feet down the runway when it got into the air. 'The plane went up about 35 to 50 feet [above the ground] and flew down the runway without gaining altitude. It was wobbling and veered off to the left, crashing into the trees, and then exploded.' The airstrip was oriented on a 090-270 magnetic heading. On the 090 degree orientation, the airstrip was 2,500 feet in usable length, with 500 additional feet beyond what was marked as the departure end of the airstrip. At the end of the 3,000 total feet was a heavily-wooded area consisting of 50 to 60 foot high pine trees. Examination of the wreckage revealed no anomalies. The PA-28R-201 Pilot's Operating Handbook, Takeoff Performance Tables show that for a 2,750 pound airplane, a temperature of 21 degrees Centigrade, pressure altitude of 1180 feet mean sea level, zero wind, and using 25 degrees of flaps, the takeoff distance to clear a 50 foot barrier is 2,000 feet. For the same conditions, but using a zero flap setting, the takeoff distance needed to clear a 50 foot barrier is 2,750 feet.
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; instrument: airplane
- Flight time: 500 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,007 hours
- Last inspection: annual inspection, April 28, 1999; 3 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C6 (piston); 0 hours total
- Fire on the ground
The flight
- Destination: ONZ Detroit MI
- Flight plan: none
- Runway 27, 3,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 2:54 pm from APN, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.