Piper PA-31-310 accident near Uniontown, Ohio, May 22, 2001
On May 22, 2001 at about 12:06 pm local time, a Piper PA-31-310, registered N35WT, was substantially damaged in an accident near Uniontown, Ohio (Akron/Canton Regional Airport). It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel exhaustion due to the pilot's failure to perform fuel calculations. A factor was the inboard fuel tank probes not being within the manufacturer's resistance limits, which resulted in inaccurate fuel gauges.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2001 · about 12:06 pm local time
- Place
- Uniontown, Ohio · Akron/Canton Regional Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-310 · all PA-31-310s on the register
- Registration
- N35WT · registry record · serial 31-817
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot departed on the last segment of his 5-leg trip with an estimated 44-48 gallons of fuel in the inboard tanks, and no fuel in the outboard tanks. While on final approach, both engines stopped producing power and the pilot performed a forced landing 4 1/2 miles short of the runway. Examination of the fuel tanks revealed that the left and right inboard tanks were empty. With the battery off, the left fuel gauge read approximately 1/16 full and the right fuel gauge read approximately 1/2 full. The two left and one right inboard fuel probes were checked for variable resistance using a calibrated digital VOM. None of the probes that were tested were within the manufacturer's published resistance limits. The operator stated that the normal procedure for checking fuel quantity was by referencing the fuel gauges, and that the airplane would burn an average of 40 gallons per hour. Fuel burn for the five trip legs was about 41 gallons per hour. The pilot reported a total of 1,706 flight hours, of which 365.6 hours were in make and model. The pilot reported no additional mechanical deficiencies.
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: 1,706 hours in all; 365 in this make and model; 57 in the last 90 days; 35 in the last 30 days; 878 as pilot in command
- Last flight review: March 5, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 12,545.7 hours
- Last inspection: approved inspection programme, May 18, 2001; 5.9 hours since
- Maximum gross weight: 6,730 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming TIO-540-A2C (piston); 0 hours total
- Engine 2: Lycoming TIO-540-A2C (piston); 0 hours total
The flight
- Departed from: CMH Columbus OH at 11:27 am
- Destination: CAK Akron OH
- Flight plan: IFR
- Runway 23, 7,597 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 5 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 3,100 ft; scat at 1,200 ft
- Temperature: 61°F (16°C), dew point 57°F (14°C)
- Altimeter: 29.72 inHg
- Observation at 12:00 pm from CAK, 4 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 N35WT 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.