Piper PA-32-300 accident near Fort Mill, South Carolina, June 18, 2003
On June 18, 2003 at about 2:39 am local time, a Piper PA-32-300, registered N685BW, was substantially damaged in an accident near Fort Mill, South Carolina (Charlotte Douglas Airport). It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's mismanagement of the fuel supply, which resulted in fuel starvation and the 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
- June 18, 2003 · about 2:39 am local time
- Place
- Fort Mill, South Carolina · Charlotte Douglas Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N685BW · no longer on the register · serial 32-7440017
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot was receiving vectors from air traffic control for an ILS approach to runway 36R at Charlotte Douglas International Airport, Charlotte, North Carolina. After leveling off from a turn during his last vector, he heard a loud noise and the engine lost power. Attempts to restart the engine were unsuccessful, and the pilot aligned the airplane with a road for an emergency landing. During the descent, the airplane struck trees and power lines, then collided with the pavement and caught fire. The pilot escaped through the cargo door, and the cabin area was fire damaged. The right wing had evidence of a wire strike at the position of the right main fuel tank but the main tank was not burned. According to the pilot, the airplane had been airborne for a total 2 hours, 29 minutes on the two legs since refueling at which time the tanks were topped off. A review of fuel usage records for the airplane, the engine consumes approximately 15 gallons of fuel per hour. The Cherokee Six is equipped with two main fuel tanks with a capacity of 25 gallons each, and two auxiliary fuel tanks with a capacity of 17 gallons each.
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 multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,250 hours in all; 20 in this make and model; 60 in the last 90 days; 1,100 as pilot in command
- Last flight review: December 1, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,922.3 hours
- Last inspection: 100-hour inspection, May 31, 2003; 57.4 hours since
- Maximum gross weight: 3,400 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RDU Raleigh Durham NC at 9:25 pm
- Destination: CLT Charlotte NC
- Flight plan: IFR
Weather at the time
- Light: night, dark
- Wind: from 340° at 3 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 800 ft; clear
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 30.06 inHg
- Observation at 2:51 pm from CLT, 11 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.