Mid-South Custom Craft INC SH-2R accident near Sequim, Washington, July 12, 2009
On July 12, 2009 at about 2:00 am local time, a Mid-South Custom Craft INC SH-2R, an amateur-built aircraft,, registered N370LR, was substantially damaged in an accident during enroute (cruise) near Sequim, Washington (Diamond Point Airstrip airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to fuel starvation as a result of the pilot's failure to reposition the fuel selector to the main tank. Contributing to the accident was the pilot's failure to properly complete the pre-takeoff checklist.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 2009 · about 2:00 am local time · cases in 2009
- Place
- Sequim, Washington · Diamond Point Airstrip · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mid-South Custom Craft INC SH-2R, amateur-built
- Registration
- N370LR · no longer on the register · serial 553
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during engine run up prior to takeoff, he was "feeling a little rushed but using my checklist." About 40 minutes into the flight, when the airplane was at an altitude of 3,500 feet mean sea level about 2 miles from shore over ocean water, the engine lost power. The pilot initiated a 180-degree turn towards a nearby airport. During descent, the pilot turned on the fuel boost pump and "got a short power surge from the engine." The pilot did not "trouble-shoot the problem much" and did not attempt to restart the engine because he was “very focused” on reaching the airport. As the airplane neared the airport, the pilot realized he did not have enough altitude to make the runway and initiated a forced landing onto a grassy field. The airplane landed hard, and the landing gear collapsed. After exiting the airplane, the pilot observed that the fuel selector was positioned to the header tank instead of the main tank. At this point, he realized that he had missed a step in the pre-takeoff checklist and failed to select the main tank before takeoff. During the 40-minute flight, the 5.5 gallons of fuel in the header tank were consumed, and the engine lost power as a result of fuel starvation. According to the pilot, the airplane sustained structural damage to the fuselage and both wings.
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
What happened, in order
- Fuel starvation during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Off-field or emergency landing during emergency descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management other cases naming the fuel system
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Incorrect use/operation other cases naming the fuel system
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,224 hours in all; 117 in this make and model; 27 in the last 90 days; 14 in the last 30 days; 754 as pilot in command
- Last flight review: August 21, 2008
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 533 hours
- Last inspection: condition inspection, July 1, 2009; 14 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-320 SERIES (piston); 0 hours total
The flight
- Departed from: S43 Snohomish WA at 1:20 am
- Destination: S43 Snohomish WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 4 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,500 ft
- Temperature: 59°F (15°C), dew point 52°F (11°C)
- Observation at 1:56 am from NUW, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on July 30, 2009. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N370LR: not on the register today · the record of its deregistration
- Engine: Lycoming IO-320 SERIES 1,709 aircraft carry this series today · as the NTSB recorded it
- Diamond Point Airstrip Airport · nearest airport
- Harvey Field · departed from
- Accidents and incidents in Washington 2,713 since 1982 · 361 in the last ten years
- Washington 10,663 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR09CA342.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.