Piper PA-32-260 accident near Creal Springs, Illinois, January 16, 1999
On January 16, 1999 at about 3:30 pm local time, a Piper PA-32-260, registered N3689W, was destroyed in an accident near Creal Springs, Illinois. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
was the pilot having the fuel tank selector in the improper position and not following the airplane manufacturer's emergency procedures to restore a loss of power. A factor in this accident was fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 16, 1999 · about 3:30 pm local time
- Place
- Creal Springs, Illinois · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N3689W · no longer on the register · serial 32-599
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said the airplane climbed to 5,000 feet above mean sea level. He said he attempted to adjust the mixture control, but was unable to do so because of a mechanical problem. According to the pilot, the engine stopped running about 30 minutes after switching to the left wingtip fuel tank. He said, 'I thought of changing the gas tank switch, but thought that I had at least 1 hour [of] gas in all of my tanks so I didn't.' While approachng a field in which to land the airplane collided with trees and the ground. The on-scene investigation revealed the fuel tanks had ruptured during the collision sequence. The fuel selector was found in the 'Left Tip Tank' position. No anomalies were found with the engine or its accessories that would have resulted in a loss of power. The Piper PA-32-260 Owner's Handbook provides the procedures on how to handle an 'Engine Power Loss in Flight.' Among the procedures to be followed is, '1. Fuel Selector- Switch to another tank containing fuel. 2. Electric Fuel Pump- On... .'
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: 498 hours in all; 312 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 364 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,200 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: SUS Chesterfield MO at 2:40 pm
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 pm from MWA
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.