Amateur-built Cozy MK III accident near Holbrook, New York, December 2, 2003
On December 2, 2003 at about 1:30 pm local time, a amateur-built Cozy MK III, registered N238CZ, was substantially damaged in an accident near Holbrook, New York. 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 fuel management, which resulted in fuel starvation and subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 2003 · about 1:30 pm local time
- Place
- Holbrook, New York · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Cozy MK III
- Registration
- N238CZ · no longer on the register · serial 505
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot performed a preflight inspection on the airplane during which he determined there was about 15 gallons of fuel in both the right and left fuel tank. He selected the right tank for takeoff, flew for 24 miles, and then switched to the left fuel tank for the 36-mile return flight. When he was about 20 miles from the airport, the pilot began a descent and selected the right fuel tank again. At this time he believed that the right fuel tank had 15 gallons of fuel remaining, and the left tank had 12 gallons of fuel. While descending, the pilot turned on the fuel boost pump, noticed a slight engine vibration, followed by a loss of engine power. The pilot then performed a forced landing to a road, during which the airplane impacted two homes. Examination of the airplane by a Federal Aviation Administration inspector revealed approximately 15 gallons of fuel in the right tank, and 2 gallons of fuel in the left tank; however, both fuel tanks were compromised. The engine was test run on the airframe, using the original fuel system. The engine started without hesitation and ran continuously through a variety of power settings, with no abnormalities noted. The pilot reported that the airplane was last fueled about 2 months prior to the accident, which filled the tanks to their 52-gallon capacity. Since then, he flew one 25 minute flight, and performed about 80 minutes of ground runs prior to the accident flight. According to the Lycoming O-360 Operator's Manual, the fuel burn at 75 percent power was approximately 10.5 gallons per hour, and at 65 percent power was approximately 9 gallons per hour.
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: 350 hours in all; 150 in this make and model; 11 in the last 90 days; 350 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 490 hours
- Last inspection: condition inspection, January 5, 2003; 150 hours since
- Maximum gross weight: 2,000 lb
- Seats: 3
- Landing gear: retractable
- Engine: Lycoming O-360 A4K (piston); 0 hours total
The flight
- Departed from: ISP Islip NY at 12:30 pm
- Destination: ISP
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 16 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 14°F (-10°C)
- Altimeter: 30.11 inHg
- Observation at 1:56 pm from ISP, 2 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.