Piper PA-12 accident near Myrtle Beach, South Carolina, August 19, 1998
On August 19, 1998 at about 6:00 pm local time, a Piper PA-12, registered N78583, was substantially damaged in an accident near Myrtle Beach, South Carolina (N.Myrtle Beach Airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning of fuel required for the flight that resulted in fuel exhaustion and the total loss of engine power. A factor was the pilot continued flight operation with known deficiencies in equipment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 1998 · about 6:00 pm local time
- Place
- Myrtle Beach, South Carolina · N.Myrtle Beach Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N78583 · no longer on the register · serial 12-3970
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The day before the accident, the pilot reported an unspecified vibration in the engine during the flight of that day. On the day of the accident, the pilot reported that after the initial takeoff he experienced engine vibrations and was not comfortable about the first banner pickup of the morning. He decided to fly to a holding area to resolve the vibration problem. After about three minutes, the pilot returned and picked up the banner. After flying approximately five hours, the pilot reported what he described as a low frequency vibration in the engine. Moments later, the engine lost power, and the pilot was no longer able to maintain flight. The pilot elected to ditch the airplane. During the examination of the airplane, approximately one ounce of fuel was drained from the fuel line that connects to the left fuel tank. Examination of the fuel system failed to disclose breaches or leaks. The airplane was topped off with 38 gallons of fuel before the pilot departed. The normal fuel consumption for this airplane was approximately eight gallons per hour. The pilot stated that he 'may have run out of 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: single-engine land
- Flight time: 1,100 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,611 hours
- Last inspection: 100-hour inspection, August 4, 1998
- Maximum gross weight: 1,750 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: CRE at 2:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots
- Visibility: 5 statute miles
- Sky: not recorded; clear
- Temperature: 88°F (31°C), dew point 79°F (26°C)
- Altimeter: 30.00 inHg
- Observation at 5:58 pm from CRE, 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 N78583 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.