Bird CK accident near Harrisonburg, Virginia, July 28, 2002
On July 28, 2002 at about 11:50 pm local time, a Bird CK, registered N99754, was substantially damaged in an accident near Harrisonburg, Virginia (Shenandoah Valley Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper decision to perform a 180-degree turn with insufficient altitude remaining after experiencing a total loss of power. A factor related to the accident was the inadequate alignment of the fuel selector placard markings, resulting in an inaccurate selector position and the subsequent total loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2002 · about 11:50 pm local time
- Place
- Harrisonburg, Virginia · Shenandoah Valley Regional · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bird CK · all CKs on the register
- Registration
- N99754 · registry record · serial 4006
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff, about 200 feet above the departure end of the runway, the engine lost total power, and the pilot elected to attempt a 180-degree turn back to a parallel taxiway near the runway. As the airplane descended in the turn, it impacted two un-occupied airplanes in a tie-down area located south of the runway. Examination of the wreckage revealed that when the fuel selector valve was selected to the "ON" position, and power was applied, the engine would lose power. When the fuel selector was selected 3/8-inches from the "OFF" position, the engine would run with no anomalies. The fuel valve was not manufactured with detents. A review of FAA-H-8083-3, Airplane Flying Handbook, revealed, "...If an actual engine failure should occur immediately after takeoff and before a safe maneuvering altitude is attained, it is usually inadvisable to attempt to turn back to the field from where the takeoff was made. Instead, it is safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path."
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,927 hours in all; 23 in this make and model; 33 in the last 90 days; 7 in the last 30 days; 1,764 as pilot in command; 192 on instruments
- Last flight review: July 30, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: minor injuries
The aircraft
- Airframe total time: 160 hours
- Last inspection: annual inspection, June 12, 2002; 46 hours since
- Maximum gross weight: 2,303 lb
- Seats: 2
- Landing gear: fixed
- Engine: Kinner B-5 (piston); 0 hours total
The flight
- Departed from: SHD Harrisburg VA at 11:45 pm
- Flight plan: none
- Runway 23, 6,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 29.96 inHg
- Observation at 11:30 pm from SHD
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.