Piper PA-30 accident near Middlesboro, Kentucky, October 22, 2002
On October 22, 2002 at about 10:18 pm local time, a Piper PA-30, registered N8770Y, was substantially damaged in an accident near Middlesboro, Kentucky (Middlesboro-Bell County airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's operation of the airplane with a known deficiency. Factors related to the accident were the loss of engine power of the left engine due to a failure of the left engine-driven and electric fuel pumps, and inadequate maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 22, 2002 · about 10:18 pm local time
- Place
- Middlesboro, Kentucky · Middlesboro-Bell County · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N8770Y · no longer on the register · serial 30-1926
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to the pilot's departure, a mechanic observed him spraying fuel from a "squirt bottle" into the air intake of the left engine. The pilot stated to the mechanic that he had experienced this problem several times before, and it appeared to be that the "engine-driven fuel pump had lost its prime." During the engine start, the engine "backfired," and a small fire was observed in the engine area. The pilot shut the engine down, and the fire extinguished itself. A few minutes later, the pilot started the engine again, performed a run-up inspection, and departed. At an altitude of 50 feet, the left engine lost power, and the pilot attempted a forced landing. During the landing, the airplane impacted a house, and came to rest in the street. Examination of the engine revealed that the locking tang from the left electric boost pump had fractured and separated from the pump. A portion of the locking tang was located inside the engine-driven fuel pump, and it was noted that the fuel pump drive spline was sheared due to an overstress fracture.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 11,000 hours in all; 4,600 in this make and model; 11,000 as pilot in command
- Last flight review: December 7, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 5,790 hours
- Last inspection: annual inspection, May 15, 2002; 72 hours since
- Maximum gross weight: 3,725 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-320 (piston); 0 hours total
The flight
- Departed from: 1A6 Middlesboro KY at 10:16 pm
- Destination: VJI Abingdon VA
- Flight plan: none
- Runway 10, 3,630 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: from 010° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 54°F (12°C)
- Altimeter: 30.13 inHg
- Observation at 9:53 pm from TYS, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.