Piper PA-12 accident near Wayne, Oklahoma, September 19, 2003
On September 19, 2003 at about 9:16 pm local time, a Piper PA-12, registered N3336M, was substantially damaged in an accident near Wayne, Oklahoma. 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
A loss of engine power due to fuel exhaustion as a result of the pilot's failure to refuel. Factors were the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 2003 · about 9:16 pm local time
- Place
- Wayne, Oklahoma · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N3336M · registry record · serial 12-2194
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 4,000-hour pilot reported that he climbed to approximately 2,500 feet, and the engine lost power. He then selected an open field and maneuvered to clear power lines. After landing in the field, the airplane impacted a pipe fence which bordered the field adjacent a highway. Subsequently, the airplane flipped over and came to rest on the west bound lane of the highway. According to entries in the flight log, the airplane was fueled to capacity (38 gallons) at 21.3 Hobbs meter time. Another 5 gallons of fuel was added at 24.5 Hobbs, and at the time of the accident the Hobbs read 26.0. According to the Lycoming Model O-320 engine Operator's Manual, at 2,450 RPM the fuel burn is 10.0 gph. Based on recorded Hobbs times, the airplane was operated about 4.7 hours from the re-fuelings to the accident. At a 10gph burn, the airplane would have used about 47 gallons of fuel in 4.7 hours of operating time. Flight log entries showed 38 gal at 21.3 Hobbs and 5 gal at 24.5 Hobbs, which equals 42 gals.
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: single-engine land; instrument: airplane
- Flight time: 4,000 hours in all; 50 in this make and model; 31 in the last 90 days; 3 in the last 30 days; 4,000 as pilot in command
- Last flight review: March 11, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: serious injuries
The aircraft
- Airframe total time: 2,775.9 hours
- Last inspection: 100-hour inspection, June 15, 2003; 25.8 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: 5OK4 Pacer Field Air OK at 8:30 pm
- Destination: PVJ Pauls Valley Mu OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 43°F (6°C)
- Altimeter: 30.14 inHg
- Observation at 10:10 pm from PVJ
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.