Piper PA-31-310 accident near Southport, North Carolina, March 22, 1998
On March 22, 1998 at about 3:50 pm local time, a Piper PA-31-310, registered N715PM, was destroyed in an accident near Southport, North Carolina (Brunswick County Airport). It was a personal flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow the preflight checklist, which resulted in a loss of engine power due to fuel starvation. Contributing to the significance of the accident was the pilot's failure to maintain control of the aircraft following the 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
- March 22, 1998 · about 3:50 pm local time
- Place
- Southport, North Carolina · Brunswick County Airport · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-310 · all PA-31-310s on the register
- Registration
- N715PM · registry record · serial 31-493
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he checked the fuel quantity in the inboard fuel tanks, but may have omitted the outboard tanks. He departed and climbed to 100 feet where the airplane yawed right. He believed it was a gust of wind which he attempted to correct. At 200 feet, the pilot stated the airplane rolled hard right and impacted trees in a 60 degree nose down attitude. There was no indication of a left engine discrepancy prior to impact. The right engine was examined with no fuel found in the fuel lines, and trace fuel was found in the fuel servo. According to the accident pilot, he regularly flew between Washington-Dulles and Southport, North Carolina using only the inboard tanks. Because of this, he did not check the location of the fuel selector, nor did he necessarily check the fuel quantity in the outboard fuel tanks. The cockpit fuel selector for the right engine was found in the outboard tank location. The right outboard tank on this airplane was not breached, and contained no fuel. The takeoff checklist states the fuel selector should be on the inboard fuel tank prior to takeoff.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 955 hours in all; 260 in this make and model; 13 in the last 90 days; 6 in the last 30 days; 930 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 694 hours
- Last inspection: annual inspection, August 1, 1997; 41 hours since
- Maximum gross weight: 6,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-A2B (piston); 0 hours total
- Fire on the ground
- Operator: Arapahoe Aviation INC
The flight
- Departed from: SUT at 3:50 pm
- Destination: IAD Washington DC
- Flight plan: none
- Runway 23, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 pm from ILM, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.