Taylorcraft BC12-D accident near Wasta, South Dakota, November 6, 2004
On November 6, 2004 at about 11:34 pm local time, a Taylorcraft BC12-D, registered N39971, was substantially damaged in an accident near Wasta, South Dakota. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot inadvertently pulled the fuel shut off valve resulting in fuel starvation and a subsequent loss of engine power. The pilot also failed to maintain adequate airspeed which resulted in the airplane stalling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 2004 · about 11:34 pm local time
- Place
- Wasta, South Dakota · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Taylorcraft BC12-D · all BC12-Ds on the register
- Registration
- N39971 · no longer on the register · serial 6630
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain after suffereing a loss of engine power followed by a loss of control. The student pilot was returning to land at his farm field when the accident occurred. A witness reported seeing the airplane's wing "wobble" when it was at an altitude of about 300 feet above the ground prior to it descending to impact. He stated he was in a vehicle at the time and was unable to tell if the engine was operating. The accident occurred at sunset and the airplane was not equipped with any cockpit lighting. Post accident examination of the airplane revealed it impacted the terrain in a nose down, left wing low attitude. One of the wooded propeller blades was shattered and the other was intact. The mixture control was in and the pushpull type fuel shutoff valve was pulled to the off position. The fuel shutoff valve was bent upward and formed around the instrument panel. The carburetor heat control was pushed in. Airworthiness Directive (AD) 51-09-03 applied to the accident airplane. The AD stated that a safety device must be installed on the fuel shutoff valve to prevent inadvertent operation of the valve while in flight. The safety device was installed; however, it was bent so that it was not covering the fuel shutoff valve. No discrepancies were noted during the engine teardown that would have prevented the engine from producing power.
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: student
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: annual inspection, October 31, 2003
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-65 (piston); 0 hours total
The flight
- Departed from: PVT Wasta SD at 11:00 pm
- Destination: PVT Wasta SD
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 350° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 23°F (-5°C)
- Altimeter: 29.95 inHg
- Observation at 11:35 pm from RAP, 22 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.
Other NTSB records under N39971 the same tail number, which may have belonged to a different aircraft at the time
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.