Piper PA 32R-301 accident near Baxley, Georgia, June 14, 2004
On June 14, 2004 at about 2:45 am local time, a Piper PA 32R-301, registered N8451E, was substantially damaged in an accident near Baxley, Georgia (Baxley Municipal 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 mechanical malfunction of the autopilot pitch servo, and the pilot's inability to maintain adequate control pressure to manually retrim the pitch attitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2004 · about 2:45 am local time
- Place
- Baxley, Georgia · Baxley Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 32R-301 · all PA 32R-301s on the register
- Registration
- N8451E · no longer on the register · serial 32R-8113122
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While flying at 2300 feet, the pilot shut off the autopilot and immediately could not maintain pitch control and the airplane went into a series of uncontrollable gyrations. The pilot attempted to regain control of the airplane but was unsuccessful. The airplane collided with trees five miles west of Baxley Municipal Airport. During the post accident functional examination of the autopilot assembly disclosed that when the unit was engaged the pitch servo would only correct the pitch attitude in one direction. Internal examination of the pitch servo revealed that three transistors had been replaced and one transistor appeared original to the unit. Additionally, the functional check of the pitch trim servo solenoid revealed that the unit was not within the design specifications. According to the pilot operating handbook, if the autopilot is disengaged when opposing mistrim forces are encountered, the pilot may be required to exert control forces in excess of 50 pounds to maintain airplane attitude. The pilot will have to maintain this control force while he manually retrim the airplane.
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; instrument: airplane; rotorcraft: helicopter
- Flight time: 957 hours in all; 315 in this make and model; 43 in the last 90 days; 11 in the last 30 days
- Last flight review: February 3, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,666 hours
- Last inspection: annual inspection, June 4, 2004; 4 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 SER (piston); 0 hours total
The flight
- Departed from: KUSE Wauseon OH at 11:00 pm
- Destination: KBHC Baxley GA
- Flight plan: IFR
Weather at the time
- Light: night, dark
- Wind: at 0 knots
- Visibility: 7 statute miles
- Sky: scat at 8,000 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 30.10 inHg
- Observation at 1:00 am from KAYS, 27 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 N8451E 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.