Cessna 425 accident near Perkasie, Pennsylvania, August 17, 1997
On August 17, 1997 at about 10:20 pm local time, a Cessna 425, registered N1224S, was substantially damaged in an accident near Perkasie, Pennsylvania (Pennridge airport). It was an executive or corporate flight under general aviation rules (Part 91). 1 person had minor injuries; 7 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight, by failing to verify the fuel supply, which led to subsequent fuel exhaustion and loss of engine power. A related factor was: the inaccurate fuel quantity gauge.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 1997 · about 10:20 pm local time
- Place
- Perkasie, Pennsylvania · Pennridge · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 7 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 425 · all 425s on the register
- Registration
- N1224S · no longer on the register · serial 425-0211
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During preflight, the pilot noticed a discrepancy between his requested fuel load and what the fuel gauges indicated. He decided the right fuel quantity gauge was accurate and the left fuel quantity gauge was inaccurate, and started a multiple leg flight. Based on the right fuel gauge indication at an away airport, the pilot elected to not refuel prior to starting his return flight. About 50 miles from the destination, the left and right low fuel quantity lights illuminated, and the right fuel gauge indicated 390 pounds of fuel onboard. The pilot elected to continue to his destination. A few minutes later, both engines lost power. A forced landing was made in an open school field. Before coming to rest, the left wing struck a football training device, and the outboard 4 feet of the wing was separated from the airplane. Postaccident investigation revealed, both fuel tanks, collector tanks, fuel lines, and filters were empty. When electric power was applied, the left fuel gauge indicated '0' and the right fuel gauge indicated 290 pounds of fuel remaining. The pilot reported that he should have monitored his fuel supply closer and landed at the first sign of any inconsistencies in fuel quantity readings.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,013 hours in all; 373 in this make and model; 168 in the last 90 days; 35 in the last 30 days; 2,811 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,836 hours
- Last inspection: continuous airworthiness programme, July 14, 1997; 60 hours since
- Maximum gross weight: 8,600 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6A-112 (turboprop); 0 hours total
The flight
- Departed from: IAG Niagara Falls NY at 9:30 pm
- Destination: 3NJ6 Rancocas NJ
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 11,000 ft; not recorded
- Temperature: 82°F (28°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 9:51 pm from ABE, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 7 |
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.