Piper PA-38-112 accident near Alma, Michigan, February 8, 2000
On February 8, 2000 at about 12:30 pm local time, a Piper PA-38-112, registered N4276E, was substantially damaged in an accident near Alma, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate fuel consumption calculation. Factors were the rough terrain, the fence and the exhaustion of the fuel supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2000 · about 12:30 pm local time
- Place
- Alma, Michigan · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N4276E · registry record · serial 38-78A0522
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane engine lost power and the pilot executed a forced landing. The pilot stated that he had flown the aircraft on the previous day and did not refuel the aircraft prior to the accident flight. The pilot estimated the round trip distance to be about 425 miles, the cruise speed to be 100 miles per hour, and the aircraft fuel consumption to be 7.5 to 8.5 gallons per hour. According to the written statement, 'In calculating his [the pilot's] fuel consumption he [the pilot] determined that he [the pilot] would not have had enough fuel.' The pilot said that he executed the forced landing in a snow-covered field and the airplane nosed over after striking a fence line. He also said that he 'did not plan total fuel for flight and pre flight warm up.' On scene examination of the aircraft revealed no preexisting anomalies with respect to the aircraft, it's engine or systems. No fuel was found in the line from the fuel pump to the carburetor. No fuel was found in any of the fuel tanks and no fuel stains were found on the ground surrounding the aircraft.
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
- Flight time: 430 hours in all; 43 in this make and model; 23 in the last 90 days; 261 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,599 hours
- Last inspection: approved inspection programme, January 3, 2000; 22 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: CIU Sault Ste Marie MI at 10:30 am
- Destination: AMN
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 100 ft
- Temperature: -6°F (-21°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 12:15 pm from AMN, 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.
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.