Piper PA-18-150 accident near Columbia, South Carolina, November 7, 1992
On November 7, 1992 at about 5:55 pm local time, a Piper PA-18-150, registered N9128D, was substantially damaged in an accident near Columbia, South Carolina. It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER WHICH RESULTED FROM FUEL STARVATION WHEN THE CARBURETOR FLOAT VALVE STUCK IN THE CLOSED POSITION. A FACTOR WAS THE SOFT FIELD .
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 1992 · about 5:55 pm local time
- Place
- Columbia, South Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N9128D · registry record · serial 18-6509
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT COMPLETED REFUELING THE AIRPLANE AND TOOK OFF TO CONTINUE THE BANNER TOW OPERATION. DURING CLIMBOUT THE ENGINE LOST POWER; THE PILOT'S EFFORTS TO RESTORE NORMAL ENGINE OPERATION FAILED. THE PILOT ESTABLISHED AN EMERGENCY DESCENT TO A SOYBEAN FIELD FOR A FORCED LANDING; DURING THE TOUCHDOWN PHASE OF THE EMERGENCY, THE AIRPLANE NOSED OVER. THE POST ACCIDENT EXAMINATION OF THE AIRPLANE DISCLOSED THAT THE ENGINE OPERATED NORMALLY BETWEEN IDLE AND THE MAXIMUM RPM RANGES. HOWEVER, THE CARBURETOR EXAMINATION, DISCLOSED THAT THE FLOAT VALVE WOULD STICK IN THE CLOSED (FUEL OFF) POSITION. A REVIEW OF THE OPERATOR'S REFUELING POLICY REVEALED THAT A BLEND OF 100 LOW LEAD AVIATION FUEL AND AUTOMOTIVE GASOLINE WERE USED IN AIRPLANES GRANTED A SUPPLEMENTAL TYPE CERTIFICATE FOR AUTOMOTIVE FUEL. N9128D WAS GRANTED AN STC FOR THE USE OF AUTOMOTIVE FUEL.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,696 hours in all; 1,360 in this make and model; 258 in the last 90 days; 73 in the last 30 days; 1,600 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 6,427 hours
- Last inspection: 100-hour inspection, September 15, 1992; 48 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
- Operator: Sky Signs INC.
The flight
- Departed from: CUB at 5:50 pm
- Destination: CUB
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 030° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds; clear
- Temperature: 52°F (11°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 4:51 pm from CAE, 3 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.
Other NTSB records under N9128D 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.