Piper PA 31-350 accident near Glenham, South Dakota, October 7, 2014
On October 7, 2014 at about 3:30 pm local time, a 1977 Piper PA 31-350, registered N300VF, was substantially damaged in an accident during enroute near Glenham, South Dakota. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management, which resulted in losses of power on both engines due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2014 · about 3:30 pm local time
- Place
- Glenham, South Dakota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 31-350 350, built 1977 · all PA 31-350s on the register
- Registration
- N300VF · no longer on the register · serial 31-7852050
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a repositioning flight, the airplane encountered winds aloft that were higher than forecasted. The pilot reported that 25 minutes into the flight the left engine stopped producing power due to fuel exhaustion. The pilot secured the engine and continued towards the closest airport. Approximately 8 to 9 minutes later, the right engine stopped producing power due to fuel exhaustion. During a forced landing to a field, the right wing was substantially damaged. There were no mechanical anomalies that would have precluded normal operation.
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
- Fuel exhaustion during enroute defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,481 hours in all; 1,100 in this make and model; 56 in the last 30 days; 5,229 as pilot in command
- Last flight review: August 14, 2014
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,861 hours
- Last inspection: 100-hour inspection, September 15, 2014
- Maximum gross weight: 7,368 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Lycoming TI0-540 SER (piston); 7,548 hours total
- Engine 2: Lycoming TI0-540 SER (piston); 9,968 hours total
- Operator: Aircraft Unlimited INC
The flight
- Departed from: KABR Aberdeen SD at 3:00 pm
- Destination: KMBG Mobridge SD
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 15 knots, gusting 23
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 39°F (4°C)
- Altimeter: 29.81 inHg
- Observation at 2:52 pm from KMBG, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.