Piper PA-28-180 accident near Ocean Springs, Mississippi, June 16, 2003
On June 16, 2003 at about 3:13 pm local time, a Piper PA-28-180, registered N8378W, was substantially damaged in an accident near Ocean Springs, Mississippi (Ocean Springas Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to starvation as a result of the pilot's continued operation of an airplane with known deficiencies.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 2003 · about 3:13 pm local time
- Place
- Ocean Springs, Mississippi · Ocean Springas Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N8378W · no longer on the register · serial 28-2579
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during the takeoff/initial climb, while near the end of the runway, at an altitude of 150 feet, the airplane's engine began to sputter and act as if it was going to cease operating. He stated that he glanced at the fuel selector switch and confirmed that it appeared to be at the proper position, and he then started pumping the throttle. He said the engine seemed as if it would "recover" but as he continued to pump the throttle, the engine finally ceased operating. He said he then maneuvered to avoid obstacles and executed a forced landing into the marsh. During the landing the airplane flipped over its back and was damaged. After recovery from the marsh, an FAA examiner examined the accident airplane, and the examination revealed that the fuel selector valve had been set beyond the "right tank" detent, which when tested, prevented the flow of fuel to the engine. In addition, the inspector said that the pilot told him that he had problems previously with the engine ceasing to operate when the fuel selector valve was in the "right tank" position, so he had been rotating it beyond the detent for the "right tank" position and had experienced no problems since. The inspector stated that records revealed that the accident airplane had last received an annual inspection on May 10, 1997.
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; instrument: airplane
- Flight time: 1,176 hours in all; 20 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,592 hours
- Last inspection: annual inspection, November 1, 1997; 13 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
The flight
- Departed from: 5R2 Ocean Springs MS at 3:12 pm
- Destination: 5R2
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,400 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 30.01 inHg
- Observation at 2:53 pm from PQL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.