Piper PA-28-180 accident near Plattsmouth, Nebraska, August 27, 2000
On August 27, 2000 at about 11:30 pm local time, a Piper PA-28-180, registered N2451R, was substantially damaged in an accident near Plattsmouth, Nebraska (Plattsmouth Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper preflight planning, improper in-flight planning and decision not to land before exhausting the airplane's fuel. Factors relating to this accident were the power lines, the roadway, and the ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2000 · about 11:30 pm local time
- Place
- Plattsmouth, Nebraska · Plattsmouth Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N2451R · registry record · serial 28-5754
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that prior to departing Spearfish, South Dakota, he fueled the airplane with 30 gallons. Approaching Fremont, Nebraska, the pilot said he noticed his fuel gauges were showing approximately 10 gallons in each tank. Nearing his destination airport at Plattsmouth, Nebraska, the pilot said the fuel tank he was on 'seemed to run dry.' He switched tanks and continued to the airport. Approximately 2 miles from the airport, he turned on the fuel boost pump. Shortly after, the airplane's engine 'sputtered, then quit.' The pilot said that he 'switched tanks again, rocked the wings to free all the fuel, and the engine ran for a couple of seconds, and quit.' The pilot said that he repeated this action two additional times with no success. He held the airplane's altitude so that it would clear a set of power lines in front of him. 'The stall warning light was flashing as I passed over the wires. I dropped the nose at this point to prevent a stall.' Seeing a roadway ahead, the pilot dropped the nose of the airplane so that he wouldn't 'hit the ditch and road embankment. We hit the ground and turned ... sideways ...' Examination of the airplane revealed approximately 1/2 cup of fuel on board. No other anomalies were revealed.
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: 627 hours in all; 10 in this make and model; 43 in the last 90 days; 25 in the last 30 days; 573 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,020 hours
- Last inspection: annual inspection, November 20, 1999; 89 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: ANW Ainsworth NE at 9:40 pm
- Destination: PMV
- Flight plan: none
- Runway 16, 4,100 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 6 knots
- Visibility: 6 statute miles
- Sky: overcast at 25,000 ft; scat at 3,500 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.