Piper PA-30 accident near Mcmechen, West Virginia, April 5, 1998
On April 5, 1998 at about 8:38 pm local time, a Piper PA-30, registered N7845Y, was destroyed in an accident near Mcmechen, West Virginia (Marshall County Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate pre-flight planning and preparation which resulted in fuel exhaustion during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 1998 · about 8:38 pm local time
- Place
- Mcmechen, West Virginia · Marshall County Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N7845Y · no longer on the register · serial 30-925
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Three days prior to the accident flight, the pilot/owner landed at his home airport where no fuel was available. The pilot reported to witnesses that during the flight home he had run the auxiliary tanks empty and had nearly exhausted his fuel supply. On the day of the accident, the pilot researched area airports for fuel prices 'cheaper' than the nearest fuel stop, and stated he had '...an hour's worth of fuel on board.' Immediately after takeoff, witnesses described a loss of engine power on one and then both engines. The airplane collided with terrain 3 miles from the departure airport. Examination of the wreckage revealed approximately one gallon of fuel on board with no evidence of spillage at the scene. Both fuel selectors were in the 'crossfeed' position. The fuel system was recently overhauled and all fuel pumps were operational. Examination of the airframe and engines revealed no pre-impact anomalies. Examination of fuel records and aircraft flight times revealed the airplane had flown approximately 5 hours after its last fuel service.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 667 hours in all; 481 in this make and model; 11 in the last 90 days; 11 in the last 30 days; 631 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,604 hours
- Last inspection: annual inspection, March 5, 1998; 17 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-320-B1A (piston); 0 hours total
The flight
- Departed from: 74D Moundsville WV at 9:30 pm
- Destination: HLG Wheeling WV
- Flight plan: none
- Runway 24, 3,300 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 54°F (12°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from HLG, 18 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.
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.