Piper PA-30 accident near Floyd, Virginia, June 1, 1998
On June 1, 1998 at about 8:32 pm local time, a Piper PA-30, registered N7794Y, was destroyed in an accident near Floyd, Virginia. 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 improper selection of fuel tank position resulting in fuel starvation of both engines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1998 · about 8:32 pm local time
- Place
- Floyd, Virginia · 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
- N7794Y · no longer on the register · serial 30-877
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
In cruise flight at 10,500 feet, the pilot reported a loss of engine power on one engine and requested vectors to an airport approximately 40 miles away. The controller offered vectors to any of three airports closer to the airplane's position. The pilot declined the offer and repeated his initial request. The airplane subsequently lost power in both engines and crashed approximately 30 miles prior to the requested airport. Examination revealed an undetermined amount of fuel in both outboard auxiliary fuel tanks. Both inboard main fuel tanks contained no evidence of fuel. The cockpit area revealed each fuel selector was in the 'Main' position. The two main tanks held a total of 60 gallons, of which 6 gallons were unusable. Performance charts for the airplane revealed that in cruise flight at 10,500 feet, the airplane consumed approximately 15 gallons of fuel per hour. Examination of the airplane's rental and fueling records revealed the it had flown approximately 4 hours since the last fuel service and had completed at least 5 takeoffs and landings. Examination of the fuel system revealed no defects and both engines ran to rated power in a test cell.
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: 801 hours in all; 6 in the last 90 days; 6 in the last 30 days; 589 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,197 hours
- Last inspection: 100-hour inspection, March 18, 1998; 50 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-320 (piston); 0 hours total
The flight
- Departed from: 3N8 Concorde NC at 7:00 pm
- Destination: LWB Lewisburg WV
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 12 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 8:42 pm from PSK, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.