Piper PA-12 accident near Ashland, Maine, October 2, 2001
On October 2, 2001 at about 6:00 pm local time, a Piper PA-12, registered N2528M, was substantially damaged in an accident near Ashland, Maine. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning, which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2001 · about 6:00 pm local time
- Place
- Ashland, Maine · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N2528M · registry record · serial 12-1019
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to refuel, the pilot experienced a loss of engine power and impacted trees during the ensuing forced landing. The pilot said he departed when the airplane's fuel quantity gauges indicated that the right fuel tank was empty, and the left tank was "close to 1/2," which should have allow him to reach his destination; however, due to "heading winds" and the use of a "higher rpm," the airplane "ran out of fuel." The airplane experienced a loss of engine power and impacted trees during the ensuing forced landing. Examination of the airplane did not reveal any pre-impact mechanical malfunctions. Both fuel tanks remained intact and there was no evidence of a fuel spill. Approximately 1/2 gallon of fuel was observed in the airplane's fuel system. Additionally, the fuel line which connected from the airframe fuel filter to the carburetor was removed and contained "a few drops" of fuel.
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
What happened, in order
- LOSS OF ENGINE POWER during cruise - normal
- FORCED LANDING during descent - emergency
- IN FLIGHT COLLISION WITH OBJECT during emergency landing
Pilot
- Ratings: single-engine land, single-engine sea, none, none, none
- Flight time: 352 hours in all; 22 in this make and model; 33 in the last 90 days; 22 in the last 30 days; 321 as pilot in command
- Last flight review: September 7, 2001
- Medical certificate: class 2
- Injury: minor injuries
The aircraft
- Airframe total time: 4,660 hours
- Last inspection: type not recorded, September 6, 2001; 24 hours since
- Maximum gross weight: 1,750 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
- Operating certificate: in the vicinity
The flight
- Departed from: NONE Fish Pond Lake ME at 5:30 pm
- Destination: 85B Patten ME
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 11 knots, gusting 18
- Visibility: 10 statute miles
- Sky: a few clouds at 7,500 ft
- Temperature: 68°C, dew point 43°C
- Altimeter: 29.629999 inHg
- Observation at 5:35 pm from PQI, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC02LA003.