Piper PA-22-160 accident near Daytona Beach, Florida, September 3, 2001
On September 3, 2001 at about 9:01 pm local time, a Piper PA-22-160, registered N3516Z, was substantially damaged in an accident near Daytona Beach, Florida (Spruce Creek 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
a total loss of engine power due to the pilot's improper procedures by not placing the fuel selector on the tank with the most fuel, after a reported restricted movement of the flight controls for undetermined reasons, which resulted in fuel starvation and a forced landing in a pasture.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 2001 · about 9:01 pm local time
- Place
- Daytona Beach, Florida · Spruce Creek · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-160 · all PA-22-160s on the register
- Registration
- N3516Z · no longer on the register · serial 22-7413
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While descending, and at an altitude of about 900 feet msl, in preparation for entry into the traffic pattern at the airport, the pilot reported, "..…the aircraft commenced an abrupt, uncommanded roll to the right." She regained level flight by applying full left aileron and full left rudder, however the airplane remained in a right wing low attitude and in a gradual right turn. The pilot stated that she "..…realized that directional control was compromised," and due to the high density of housing in the area of the airport, she elected to attempt a force landing in a cow pasture. After landing, the airplane impacted a drainage ditch. Examination of the airplane's fuel system after the accident revealed that the fuel tanks were not breached, the left fuel tank was full of fuel, and no fuel was found in the right fuel tank. The fuel selector handle was found positioned on the "right tank." About 1 ounce of fuel was drained from the forward fuel filter, and about 1/3 of a pint of fuel was drained from the aft fuel filter. Examination of the flight controls revealed that they operated normally and were found to be in serviceable condition. Examination of the propeller revealed that one propeller blade was bent aft 30 degrees and scratched, the other blade was straight and clean.
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: 600 hours in all; 300 in this make and model; 40 in the last 90 days; 12 in the last 30 days; 500 as pilot in command
- Last flight review: August 19, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,275.0 hours
- Last inspection: annual inspection, June 6, 2001; 7.2 hours since
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: VDF Tampa FL at 7:55 pm
- Destination: 7FL6 Spruce Creek FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 080° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,500 ft; a few clouds at 2,500 ft
- Temperature: 88°F (31°C), dew point 73°F (23°C)
- Altimeter: 29.95 inHg
- Observation at 8:52 pm from DAB, 6 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.