Piper PA-28-140 accident near Dayton, Nevada, September 20, 1998
On September 20, 1998 at about 2:45 pm local time, a Piper PA-28-140, registered N5817U, was substantially damaged in an accident near Dayton, Nevada (Dayton Valley Airpark 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
Loss of engine power for unknown reasons. Factors were conditions conducive to carburetor icing and the use of automotive fuel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 1998 · about 2:45 pm local time
- Place
- Dayton, Nevada · Dayton Valley Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N5817U · no longer on the register · serial 28-26647
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had been flying the airplane the previous week with no discrepancies noted with the airplane or engine. He had flown into the airport the day before the accident and had to refuel the airplane with auto fuel because the airport did not provide aviation fuel. The pilot stated that the airplane had been approved to use auto fuel by an STC. The next morning he conducted a run-up with no discrepancies noted. He stated that the takeoff was normal, but at the departure end of the runway the engine stopped. The engine did not sputter or cough, but the rpm's dropped and the engine became quiet. The pilot turned the airplane to the left and made an unsuccessful attempt to restart the engine. Witness to the accident stated that the airplane appeared to be at full power, but airspeed was low and the airplane was not climbing. Following recovery of the airplane, grade 100LL aviation gasoline was put into a tank and plumbed into the airplane fuel system. During the first attempt to start the engine, it ran rough. A second engine run was conducted with no discrepancies noted. The engine was examined with no discrepancies noted. The fuel that was removed from the airplane during recovery was bright yellow mixed with blue. According to the carburetor icing probability chart, conditions were conducive to serious icing or climb power.
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: 235 hours in all; 49 in this make and model; 39 in the last 90 days; 27 in the last 30 days; 158 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, June 1, 1998; 80 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: A34 at 2:42 pm
- Destination: LMT Klamath Falls OR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 2:56 pm from RNO, 38 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.