Piper PA-38-112 accident near Elkview, West Virginia, January 19, 1989
On January 19, 1989 at about 11:45 pm local time, a Piper PA-38-112, registered N2409F, was substantially damaged in an accident near Elkview, West Virginia. It was a ferry flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE PREFLIGHT BY THE PILOT AND INADEQUATE CREW/GROUP COORDINATION BY THE FLIGHT LEADER (CFI), WHICH RESULTED IN FUEL EXHAUSTION DUE TO AN INADEQUATE SUPPLY OF FUEL. A FACTOR RELATED TO THE ACCIDENT WAS: THE PRESENCE OF TREES IN THE EMERGENCY LANDING AREA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 19, 1989 · about 11:45 pm local time
- Place
- Elkview, West Virginia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N2409F · registry record · serial 38-79A0425
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS ONE OF THREE PA-38 ACFT FLYING TOGETHER FROM VENICE, FL TO BEAVER FALLS, PA. THE LEAD ACFT WAS FLOWN BY A CFI AND THE OTHER TWO ACFT, INCLUDING N2409F, WERE FLOWN BY NEWLY CERTIFICATED PVT PLTS. THE PLT OF N2409F WAS CERTIFICATED ON THE PREVIOUS DAY. ACCORDING TO THE PLT OF N2409F, FLIGHT PLANNING WAS DONE BY THE CFI. THE EN ROUTE FLIGHT WAS WITHOUT INCIDENT, EXCEPT THE FIRST REFUELING STOP WAS EARLIER THAN PLANNED, BECAUSE THEY WERE LOW ON FUEL. A SECOND REFUELING STOP WAS MADE AT SUMMERVILLE; HOWEVER, WHEN THEY LANDED THE FUEL SERVICE THERE WAS CLOSED. ACCORDING TO THE PLT, EACH ACFT HAD 4 GALS OF FUEL. HE SAID THE CFI DETERMINED THEY HAD ENOUGH FUEL TO REACH CHARLESTON, LOCATED 40 MILES AWAY. THEY TOOK OFF AND, ACCORDING TO THE PLT, ABOUT 14 MILES SOUTH OF CHARLESTON, HIS ACFT RAN OUT OF FUEL. HE MADE A FORCED LANDING AND THE ACFT COLLIDED WITH TREES DURING THE LANDING. THE OTHER TWO ACFT REACHED CHARLESTON AND WERE REFUELED WITH MORE THAN 30 GALS OF FUEL (CAPACITY WAS 32 GALS; USABLE FUEL WAS 30 GALS).
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: single-engine land
- Flight time: 55 hours in all; 55 in this make and model; 35 in the last 90 days; 24 in the last 30 days; 25 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,172 hours
- Last inspection: 100-hour inspection, December 1, 1988; 40 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: I07 Summerville WV
- Destination: CRW Charleston WV
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 200° at 5 knots
- Visibility: 15 statute miles
- Temperature: 45°F (7°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
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.
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.