Piper PA-38-112 accident near Fate, Texas, August 4, 2012
On August 4, 2012 at about 5:40 pm local time, a Piper PA-38-112, registered N2552C, was substantially damaged in an accident during enroute (cruise) near Fate, Texas. It was a personal 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
A total loss of engine power for reasons that could not be determined because postaccident examinations did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2012 · about 5:40 pm local time
- Place
- Fate, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N2552C · no longer on the register · serial 38-79A0228
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he had been flying for about 30 minutes near a fresh water lake when he turned west toward the airport to practice takeoffs and landings. About 10 miles east of the airport at 2,300 feet mean sea level, the engine "stuttered," and the rpm dropped from 2,450 to 2,300 rpm. The pilot unsuccessfully tried to restore engine power. About 2 miles from the airport, the engine experienced a total loss of power. The pilot conducted a forced landing to a field, and the airplane nosed over during the landing roll. The examination of airplane's systems did not reveal any anomalies that would have precluded normal operation. The engine was test run on the airframe, and it ran normally with no anomalies noted. The pilot reported that 12 gallons of fuel were in the left tank and that 10 gallons of fuel were in the right tank at takeoff. The atmospheric conditions at the time of the accident were conducive to the accumulation of carburetor ice while operating at a sustained idle engine power setting. However, the engine power setting used during cruise flight would have been significantly higher than an idle engine setting; therefore, it is unlikely that carburetor ice accumulated during the accident.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 673 hours in all; 641 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 619 as pilot in command
- Last flight review: May 20, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,010 hours
- Last inspection: annual inspection, July 27, 2012; 1 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming 0-235-L2C (piston); 2,011 hours total
The flight
- Departed from: F46 Rockwall TX at 4:55 pm
- Destination: F46 Rockwall TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 64°F (18°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from DAL, 32 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.