Piper PA-24-250 accident near Caldwell, Texas, August 18, 1997
On August 18, 1997 at about 2:15 am local time, a Piper PA-24-250, registered N6667P, was substantially damaged in an accident near Caldwell, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The loss of engine power due to fuel exhaustion which resulted from a leaking fuel cap. Factors were the dark night conditions, and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 1997 · about 2:15 am local time
- Place
- Caldwell, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N6667P · registry record · serial 24-1791
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a night cross-country flight from El Paso, Texas, to College Station, Texas, the aircraft's engine lost power about 3 hours 49 minutes after takeoff. The pilot reported that the right fuel tank quantity gauge was indicating a quarter tank of fuel remaining when the engine lost power. He estimated fuel endurance for the flight would be 4.33 hours. The pilot initiated a forced landing to Highway 36, and during the approach to the highway, he flashed the aircraft's landing light to warn the traffic of his intention to land. All of the traffic moved out of the way except for a pickup truck which the aircraft's left wing struck. After landing the pilot looked into the right fuel tank with a flash light, and the bottom of the fuel tank appeared to be 'buckled or bunched' up against the fuel quantity float. Examination of the right fuel tank revealed a damp fuel stain on the wing that originated from the filler cap, and there was no 'bulging' in the bottom of the tank. It was calculated that approximately 10 gallons of fuel had siphoned out during the flight.
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: 2,258 hours in all; 1,998 in this make and model; 27 in the last 90 days; 20 in the last 30 days; 2,165 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,055 hours
- Last inspection: annual inspection, February 27, 1997; 31 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1A5 (piston); 0 hours total
The flight
- Departed from: ELP El Paso TX at 10:27 pm
- Destination: CLL College Station TX
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 FTW97LA316.