Piper PA-28-180 accident near Knoxville, Tennessee, December 26, 1998
On December 26, 1998 at about 7:36 pm local time, a Piper PA-28-180, registered N32679, was substantially damaged in an accident near Knoxville, Tennessee. 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
The engines excessive fuel consumption for undetermined reasons and the pilot's failure to plan the flight with adequate fuel reserves resulting in engine failure due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1998 · about 7:36 pm local time
- Place
- Knoxville, Tennessee
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N32679 · no longer on the register · serial 28-7505082
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While approaching his destination airport, the pilot switched to the right fuel tank, believing he had 40 minutes of fuel remaining in each tank. About 10 minutes later, the fuel pressure dropped and the engine lost power. The pilot switched back to left fuel tank and the engine restarted. The pilot asked for priority handling from ATC and as he approached the airport, the engine quit. He made a forced landing in a residential area. Post crash examination showed the aircraft contained no usable fuel and there was no evidence of fuel leakage from the aircraft in flight or after the accident. Examination of the engine showed no evidence of precrash mechanical failure or malfunction. The carburetor throat did have dark staining consistent with operating with a rich fuel mixture. The pilot stated the flight departed with 48 gallons of fuel. The flight had flown 4.7 hours since departure at the time of engine failure, indicating a fuel consumption of about 10.1 gallons of fuel per hour. The pilot stated the engine normally consumed 9 gallons of fuel per hour and he leans the fuel mixture in cruise flight in accordance with the manufacturers procedures.
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: 798 hours in all; 182 in this make and model; 34 in the last 90 days; 20 in the last 30 days; 732 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,500 hours
- Last inspection: annual inspection, August 17, 1998; 111 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: ORL Orlando FL at 2:54 pm
- Destination: TYS
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: overcast at 1,800 ft; not recorded
- Temperature: 37°F (3°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from TYS, 1 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.