Piper PA-38-112 accident near Darrington, Washington, August 14, 2002
On August 14, 2002 at about 6:30 pm local time, a Piper PA-38-112, registered N4334E, was substantially damaged in an accident near Darrington, Washington. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power during takeoff due to an undersized gascolator gasket resulting in a loss of fuel flow to the engine. A ditch was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2002 · about 6:30 pm local time
- Place
- Darrington, Washington · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N4334E · no longer on the register · serial 38-78AO558
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
In a written statement the private pilot reported that shortly after takeoff from the airport the airplane's engine lost power. He reported that the engine regained power, but again quit. This continued 15-17 times and the pilot elected to make an off-airport landing to a nearby field. He reported that during the landing rollout the airplane collided with a fence and drainage ditch resulting in substantial damage. Post accident examination of the aircraft by maintenance personnel from Aviation Inspection and Repair, Inc, disclosed that the gascolator gasket found on the accident airplane was the incorrect size. The gasket measured 1-3/8 inches (inside diameter) by 1-15/16 inches (outside diameter). According to Piper Aircraft, the airplane manufacture, the gascolator gasket (part number 462-049) measures 1-7/8 by 2-3/16 inches respectively. Maintenance personnel reported that the undersized gasket allowed the passage of air into the closed fuel system resulting in irregular fuel pressure to the engine.
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: 612 hours in all; 97 in this make and model; 12 in the last 90 days; 612 as pilot in command
- Last flight review: April 3, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,375 hours
- Last inspection: annual inspection, June 15, 2002; 7 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: 1S2 Darrington WA at 6:30 pm
- Destination: BLI Bellingham WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 330° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 55°F (13°C)
- Altimeter: 29.90 inHg
- Observation at 6:55 pm from KAWO, 23 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.
Other NTSB records under N4334E 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.