Piper PA-24-260 accident near Fullerton, California, September 27, 1994
On September 27, 1994 at about 9:37 pm local time, a Piper PA-24-260, registered N8707P, was destroyed in an accident near Fullerton, California (Fullerton Muni airport). 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
FUEL STARVATION DUE TO IMPROPER FUEL MANAGEMENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 1994 · about 9:37 pm local time
- Place
- Fullerton, California · Fullerton Muni
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N8707P · registry record · serial 24-4154
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT AND HIS INSTRUCTOR RATED PASSENGER HAD FLOWN TO PLACERVILLE, CALIFORNIA, FROM LONG BEACH, CALIFORNIA. THE IFR FLIGHT PLANNED ROUTE WAS ABOUT 340 NAUTICAL MILES WITH AN ESTIMATED 5 HOURS OF FUEL ON-BOARD. THE TOTAL ESTIMATED ROUND-TRIP FLYING TIME WAS ABOUT 4 HOURS AND 20 MINUTES. JUST BEFORE LANDING, WHILE TURNING BASE-LEG, THE ENGINE LOST POWER. SUBSEQUENTLY, THE AIRCRAFT COLLIDED WITH A LIGHT STANDARD AND UTILITY POLE DURING A FORCED LANDING AND WAS DESTROYED. THE USABLE FUEL CAPACITY IN FOUR TANKS WAS 86 GALLONS, IF FILLED PROPERLY. ACCORDING TO THE HANDBOOK, THE ESTIMATED FUEL CONSUMPTION WAS 12.7 TO 14.1 GALLONS PER HOUR. THE PILOT ESTIMATED THAT HE HAD 40 TO 45 GALLONS OF FUEL REMAINING FOR THE RETURN FLIGHT. NEITHER PILOT STATED WHAT TECHNIQUE THEY USED IN SWITCHING AMONG THE FOUR FUEL TANKS (GAUGES OR TIMING). ABOUT 2.5 GALLONS OF FUEL WAS FOUND REMAINING IN AN AUX TANK. THE FUEL SYSTEM WAS COMPROMISED IN THE ACCIDENT AND SOME FUEL SPILLED FROM THE OTHER TANKS. A PLACARD ON THE INSTRUMENT PANEL WARNED THAT 'UNCOORDINATED MANEUVERS INCLUDING LONG SIDE SLIPS AND FAST TAXI TURNS JUST PRIOR TO TAKEOFF, MAY CAUSE LOSS OF POWER, ESPECIALLY IF FUEL TANK IS LESS THAN HALF FULL.'
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: single-engine land
- Flight time: 201 hours in all; 21 in this make and model; 21 in the last 90 days; 18 in the last 30 days; 95 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,698 hours
- Last inspection: annual inspection, July 18, 1994; 40 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
The flight
- Departed from: PVF Placerville CA at 7:30 pm
- Destination: FUL CA
- Flight plan: none
- Runway 24, 3,121 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 12 statute miles
- Temperature: 95°F (35°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 9:37 pm from FUL
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.