Piper PA-38-112 accident near Falmouth, Kentucky, March 10, 1992
On March 10, 1992 at about 7:05 pm local time, a Piper PA-38-112, registered N2460C, was substantially damaged in an accident near Falmouth, Kentucky (Gene Snyder 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
THE FAILURE OF THE PILOT TO ADEQUATELY MONITOR HIS FUEL CONSUMPTION WHICH RESULTED IN A POWER LOSS FROM FUEL EXHAUSTION OVER UNSUITABLE TERRAIN. A FACTOR RELATED TO THE ACCIDENT WAS THE FAILURE OF THE PILOT TO ADEQUATELY DETERMINE THE AMOUNT OF FUEL ONBOARD PRIOR TO DEPARTURE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 1992 · about 7:05 pm local time
- Place
- Falmouth, Kentucky · Gene Snyder · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N2460C · no longer on the register · serial 38-79A0196
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT EXPERIENCED A POWER LOSS FROM FUEL EXHAUSTION OVER UNSUITABLE TERRAIN. WHEN INTERVIEWED BY TELEPHONE, THE PILOT SAID HE DEPARTED WITH ONE TANK FULL AND THE OTHER AT 3/4. IN HIS WRITTEN REPORT HE SAID HE WAS CRUISING AT 75 PERCENT POWER WITH THE 'INTENT TO FLY THE ENGINE HARD TO HELP IT BREAK IN PROPERLY.' HE SAID HE LEANED THE ENGINE UNTIL IT WAS ROUGH AND THEN ENRICHED THE MIXTURE UNTIL IT WAS SMOOTH. THE AIRPLANE HAS 30 GALLONS USABLE FUEL AND WAS AIRBORNE FOR 3.2 HOURS. ACCORDING TO THE MANUFACTURER, THE FUEL CONSUMPTION FOR BEST ECONOMY IS 5.6 GPH, AND FOR BEST POWER IS 6.5 GPH. POST ACCIDENT INVESTIGATION FOUND NO EVDIENCE OF FUEL LEAKAGE OR EXCESSIVE FUEL CONSUMPTION.
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: 281 hours in all; 122 in this make and model; 4 in the last 90 days; 4 in the last 30 days; 172 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,393 hours
- Last inspection: inspection type not recorded, January 31, 1992; 3 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2A (piston); 0 hours total
The flight
- Departed from: TYS Knoxville KY at 3:52 pm
- Destination: I69 Batavia OH
- Flight plan: none
- Runway 3, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 1,700 ft; not recorded
- Temperature: 34°F (1°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from CVG, 24 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.