Piper PA-28-181 accident near Las Vegas, Nevada, May 5, 2007
On May 5, 2007 at about 3:30 am local time, a Piper PA-28-181, registered N2834U, was substantially damaged in an accident near Las Vegas, Nevada (Mc Carran Intl airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel starvation due to the pilot's inadequate fuel system management.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 2007 · about 3:30 am local time
- Place
- Las Vegas, Nevada · Mc Carran Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N2834U · no longer on the register · serial 28-7990479
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with three automobiles during a forced landing on a city street following a loss of engine power after nearly 4 hours of flight. Unable to make the airport, the pilot attempted to land the airplane on a street. The right wing separated during the collision, and the fuel tank ruptured. An FAA inspector observed no fuel in the tank remnants or spillage in the vicinity. The left wing was intact, and contained about 10 gallons of fuel. A maintenance technician examined the engine under the supervision of the FAA. He plumbed a 5-gallon gas can into the airplane's fuel system. He energized the electric pump, and confirmed 5 psi on the fuel pressure gauge. He started the engine within three revolutions of the propeller, and allowed the engine to reach operating temperature. He ran the engine up to 1,800 rpm, and completed a magneto check. Both magnetos dropped about 70 rpm. He then reduced the power to idle, and the engine stabilized at 850 rpm. He checked acceleration from idle to maximum power, and the engine accelerated normally. He repeated this test three times, and the engine responded without hesitating or stalling. Upon shutdown, the idle rpm rise was normal.
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: single-engine land; instrument: airplane
- Flight time: 323 hours in all; 39 in this make and model; 88 in the last 90 days; 21 in the last 30 days; 267 as pilot in command
- Last flight review: February 1, 2007
- Medical certificate: Class 1
- Injury: no injuries
The aircraft
- Airframe total time: 1,622.7 hours
- Last inspection: annual inspection, June 1, 2006
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: FMN Farmington NM at 11:00 pm
- Destination: LAS Las Vegas NV
- Flight plan: IFR
- Runway 1L, 8,985 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 350° at 22 knots, gusting 30
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; scat at 8,000 ft
- Temperature: 66°F (19°C), dew point 18°F (-8°C)
- Altimeter: 29.62 inHg
- Observation at 3:13 am from LAS, 2 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.