Piper PA-24-260C accident near Hamilton, Montana, September 2, 1988
On September 2, 1988 at about 7:00 pm local time, a Piper PA-24-260C, registered N9436P, was substantially damaged in an accident near Hamilton, Montana. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 1988 · about 7:00 pm local time
- Place
- Hamilton, Montana · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260C · all PA-24-260Cs on the register
- Registration
- N9436P · registry record · serial 24-4944
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PRIVATE PLT WAS DESCENDING TO THE DESTINATION ARPT AT THE CONCLUSION OF A 3.5 HR X-COUNTRY FLIGHT. THE PLT SAID HE SELECTED THE RIGHT MAIN FUEL TANK AND FLEW UNTIL THE 'FUEL WAS LOW TO THE POINT OF EXHAUSTION.' DURING A RIGHT TURN, WITH THE GEAR EXTENDED, THE ENGINE LOST POWER. ALL SUBSEQUENT EFFORTS TO RESTORE POWER FAILED. THE PLT ATTEMPTED TO GLIDE TO THE AIRPORT, AND RETRACTED THE LANDING GEAR, BUT WAS FORCED TO LAND IN A FIELD SHORT OF THE RUNWAY. THE ACFT IMPACTED WHEELS UP, AND SKIDDED 60 YARDS PRIOR TO COMING TO REST. THE PLT FELT THAT THE ELECTRIC FUEL BOOST PUMP FAILED TO PROVIDE FUEL FAST ENOUGH AND CONTRIBUTED TO THE ACCIDENT. A POST ACCIDENT INSPECTION BY AN FAA INSPECTOR FAILED TO REVEAL ANY PRE-ACCIDENT FAILURE OR MALFUNCTION. NO FUEL WAS FOUND IN THE RIGHT MAIN TANK.
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: 493 hours in all; 200 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 450 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,295 hours
- Last inspection: continuous airworthiness programme, August 28, 1988; 3 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TIO-540-R1A5 (piston); 0 hours total
The flight
- Departed from: CCR Concord CA at 3:45 pm
- Destination: 6S5
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number DEN88LA197.