Piper PA-28-181 accident near Hermosa, South Dakota, September 30, 1999
On September 30, 1999 at about 1:00 pm local time, a Piper PA-28-181, registered N3889F, was substantially damaged in an accident near Hermosa, South Dakota. It was a ferry 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, improper in-flight decision and the precautionary landing. Factors relating to this accident were the pilot's inadequate preflight planning and the fence post.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 1999 · about 1:00 pm local time
- Place
- Hermosa, South Dakota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N3889F · no longer on the register · serial 28-7690455
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to Rapid City, South Dakota, the airplane's engine started to lose power. The pilot said he discovered the fuel selector in the off position. The pilot switched the fuel selector to the left wing tank, and switched the ferry tank to 'off'. The engine began to run normally. Approximately 15 minutes later, the engine began to lose power again. The pilot turned the fuel selector to the right wing tank, turned on the electric fuel pump, and selected carburetor heat. The pilot said that none of these actions had any effect. The pilot performed a precautionary landing to a dirt road. After touching down on the dirt road, the airplane's right wing tip struck a wood fence post. The pilot said the impact tore off the right wing and the airplane spun around 180 degrees before coming to a stop. Examination of the airplane revealed fuel in the wing tanks. No fuel was found in the ferry tank. Examination of the engine and other airplane systems revealed no anomalies.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 820 hours in all; 80 in this make and model; 230 in the last 90 days; 11 in the last 30 days; 800 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,457 hours
- Last inspection: annual inspection, May 18, 1999; 29 hours since
- Maximum gross weight: 3,315 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: CPR Casper WY at 11:45 am
- Destination: RAP Rapid City SD
- Flight plan: none
- Runway 0
Weather at the time
- Light: dawn
- Wind: from 320° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 12,000 ft
- Temperature: 39°F (4°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 12:55 pm from RAP, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.