Piper PA38-112 accident near Odenton, Maryland, May 4, 2007
On May 4, 2007 at about 8:15 pm local time, a Piper PA38-112, registered N2600N, was substantially damaged in an accident near Odenton, Maryland (Tipton Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's mismanagement of the airplane's fuel supply, which resulted in fuel starvation and a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2007 · about 8:15 pm local time
- Place
- Odenton, Maryland · Tipton Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA38-112 · all PA38-112s on the register
- Registration
- N2600N · no longer on the register · serial 38-79A0936
- 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 the cross-country flight was uneventful until in the vicinity of his planned destination, and that there were no problems with the performance or handling characteristics of the airplane. As the airplane turned from a southerly heading to an easterly heading to align with the destination runway, the pilot switched fuel tanks, and the engine immediately stopped producing power. According to the pilot, "I made a mistake. I should have switched tanks while the wings were level, before I made the maneuver." The pilot again switched tanks, turned on the fuel boost pump, and attempted a restart, but lacked the altitude to accomplish the engine start. He then maneuvered the airplane to a two-lane road that ran parallel to a busy state highway beneath him for the forced landing. Examination of the airplane at the scene revealed that both fuel tanks were voided, but the fuel caps remained secure in their ports. There was no odor of fuel, nor was there evidence of fuel spillage at the scene. The left fuel gauge indicated one-half tank, and the right fuel gauge indicated "Empty." The fuel selector was selected to the right fuel tank position. According to the pilot, "I had plenty of fuel, I just didn't manage it right."
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,900 hours in all; 300 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,899 hours
- Last inspection: annual inspection, March 1, 2007; 14 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 0 hours total
The flight
- Departed from: 1N9 Allentown PA
- Destination: FME Odenton MD
- Flight plan: VFR
- Runway 10, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 32°F (0°C)
- Altimeter: 30.20 inHg
- Observation at 4:39 pm from FME, 1 miles away
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.
Other NTSB records under N2600N the same tail number, which may have belonged to a different aircraft at the time
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.