Amateur-built DH-82C TIGERMOTH accident near Daytona Beach, Florida, May 1, 2000
On May 1, 2000 at about 7:04 pm local time, a amateur-built DH-82C TIGERMOTH, registered N819DH, was substantially damaged in an accident near Daytona Beach, Florida (Daytona Beach Inter 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 pilot's inadequate pre-flight inspection of the fuel supply that resulted in the loss of engine power due to fuel contamination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 1, 2000 · about 7:04 pm local time
- Place
- Daytona Beach, Florida · Daytona Beach Inter
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DH-82C TIGERMOTH DH-82C TI
- Registration
- N819DH · no longer on the register · serial 1819
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Reportedly, the pilot completed a preflight of the airplane and elected to fly the airplane, despite reports that the airplane had been parked on the ramp for about one year. A witness stated that during the run-up the engine was running very rough. Shortly after takeoff the engine lost power and the airplane collided with the runway. The post-flight inspection revealed that the airplane had been fueled with automotive gasoline. A visual examination of the fuel supply revealed that the automotive gasoline appeared to be 'stale'.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 13,000 hours in all; 28 in the last 90 days; 10 in the last 30 days; 12,800 as pilot in command; 4,700 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,825 lb
- Seats: 2
- Landing gear: fixed
- Engine: Gypsy Major 4 CYL BRITISH (piston); 0 hours total
The flight
- Destination: 9FL6 Spruce Creek FL
- Flight plan: none
- Runway 7L, 10,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots, gusting 17
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 10:00 pm from KDA
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.
Other NTSB records under N819DH the same tail number, which may have belonged to a different aircraft at the time
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.