Piper PA-32-300 accident near Dunkirk, New York, October 14, 1998
On October 14, 1998 at about 6:00 am local time, a Piper PA-32-300, registered N8619N, was substantially damaged in an accident near Dunkirk, New York (Dunkirk Airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate fuel management that resulted in fuel starvation. Factors in the accident were the improperly timed magneto and an engine driven fuel pump leak.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 1998 · about 6:00 am local time
- Place
- Dunkirk, New York · Dunkirk Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N8619N · no longer on the register · serial 32-7140011
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while on a night flight under instrument flight rules, in visual conditions, he noticed a change in engine performance. After switching fuel tanks and adjusting the power and propeller levers, he turned the airplane toward an airport beacon and continued under partial power. While on final approach, the airplane lost all engine power and a forced landing was performed 1/4 mile short of the landing runway. Three of four fuel tanks were ruptured, but 8 gallons were contained in an auxiliary tip tank. Fuel was not found at the injector, engine driven fuel pump, electric driven fuel pump, or the outlet of the fuel selector valve. The engine and airframe fuel supply components were tested and found to be operational. The spark plugs were removed and the electrodes were white with no trace of gray. The engine started and ran in a test cell after the accident. However, a detailed examination revealed that the engine driven fuel pump leaked and the left magneto was not configured to factory specifications.
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; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,381 hours in all; 75 in this make and model; 364 in the last 90 days; 117 in the last 30 days; 2,260 as pilot in command; 926 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,604 hours
- Last inspection: 100-hour inspection, September 22, 1998; 21 hours since
- Maximum gross weight: 3,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
- Operator: Castle Aviation
The flight
- Departed from: BUF Buffalo NY at 5:40 am
- Destination: 29G Ravenna OH
- Flight plan: IFR
- Runway 6, 5,000 ft by 100 ft
Weather at the time
- Light: night, dark
- Wind: from 200° at 10 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 3,000 ft; scat at 2,600 ft
- Temperature: 46°F (8°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 am from DKK
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.