Diamond Aircraft Industries DA 20-A1 accident near Slatington, Pennsylvania, August 10, 1997
On August 10, 1997 at about 2:58 am local time, a Diamond Aircraft Industries DA 20-A1, registered N278PL, was substantially damaged in an accident near Slatington, Pennsylvania (Slatington airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning/ preparation which resulted in fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 1997 · about 2:58 am local time
- Place
- Slatington, Pennsylvania · Slatington · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA 20-A1
- Registration
- N278PL · no longer on the register · serial 10278
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot descended from 3,500 feet MSL to 1,500 feet, circled the airport for 15 minutes as he was unable to activate the runway lights. He decided to climb to 2,500 feet, and he diverted to another airport, but shortly thereafter, the engine lost power. During the forced landing to a lighted, golf course, the airplane collided with a telephone pole, and descended to the ground. He had refueled the airplane with 19.4 gallons. According to the FAA, examination of the wreckage revealed 4 ounces of fuel in the fuel tanks, and the carburetor was empty. The total capacity of the fuel tanks was 20.3 gallons, the useable fuel was 19.5 gallons, and the fuel consumption was 3.8 gallons per hour. The flight had been airborne for over 4 hours 43 minutes. The pilot said there was no mechanical malfunction with the airplane, and the accident could have been prevented if proper reserve, diversion, and emergency procedures were followed. A functional test of the airport lights was performed after the accident, and they operated satisfactory. According to the FAA, this was the pilot's first flight to this airport.
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: 190 hours in all; 10 in this make and model; 120 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,608 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 (piston); 0 hours total
The flight
- Departed from: CRE N. Myrtle Beach SC at 10:15 pm
- Destination: 69N PA
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 240° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 3:00 am from ABE, 12 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.