Piper PA-18-150 accident near Austin, Nevada, June 1, 2000
On June 1, 2000 at about 1:15 pm local time, a Piper PA-18-150, registered N4872A, was substantially damaged in an accident near Austin, Nevada. It was a public-use flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power caused by a fuel soaked float pontoon causing an over rich fuel/air mixture, in a critical phase of flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2000 · about 1:15 pm local time
- Place
- Austin, Nevada · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N4872A · registry record · serial 18-4969
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he had been monitoring an increase in the fuel burn rate over a period of time. His normal leaning procedure for best power operating from 5,800 feet mean sea level required more mixture control travel. On the day of the accident, it was the second time that the engine had failed to respond to throttle input. The subsequent loss of engine power occurred low to the terrain. Post accident examination of the carburetor revealed a black composite float that felt heavier than normal. One pontoon exhibited light damage to the smooth shell. The engine spark plugs were lightly fuel sooted. According to Precision Airmotive Corporation "mandatory" Service Bulletin MSA-1(replacement of composite floats with metal floats), the type certificate holder of the carburetor, states that; "field reports indicate that composite floats may be absorbing fluid and sinking," replace the existing composite float with a metal float. A sinking float may result in disruption of fuel flow to the engine, Precision Airmotive therefore considers the replacement of composite floats with metal floats mandatory. Compliance is optional for 14 CFR Part 91 operators.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 8,300 hours in all; 1,300 in this make and model; 109 in the last 90 days; 44 in the last 30 days; 7,740 as pilot in command; 587 on instruments
- Last flight review: April 29, 1999
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,950 hours
- Last inspection: annual inspection, April 1, 2000; 90 hours since
- Maximum gross weight: 1,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Avco Lycoming O-320- (piston); 0 hours total
- Operator: Department Of Agriculture
The flight
- Departed from: 9U3 Austin NV at 1:00 pm
- Destination: 9U3
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 28°F (-2°C), dew point 0°F (-18°C)
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.