Boeing A75N1 accident near Covington, Georgia, March 26, 1989
On March 26, 1989 at about 7:49 pm local time, a Boeing A75N1, registered N55530, was substantially damaged in an accident near Covington, Georgia (Covington Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE PREFLIGHT BY THE PILOT BY INADVERTENTLY ALLOWING THE CARBURETOR HEAT TO BE IN THE 'HOT' POSITION FOR TAKEOFF. THE HIGH DENSITY ALTITUDE AND TREES WERE CONSIDERED TO BE CONTRIBUTING FACTORS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 1989 · about 7:49 pm local time
- Place
- Covington, Georgia · Covington Muni
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing A75N1 · all A75N1s on the register
- Registration
- N55530 · registry record · serial 75-4472
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT REPORTED THAT THE ENGINE GRADUALLY BEGAN TO LOSE PWR JUST AFTER TAKEOFF. THE AIRPLANE BEGAN TO DESCEND, AND SUBSEQUENTLY CRASHED INTO TREES NEAR THE END OF THE RWY. A POST-CRASH EXAM OF THE ACFT REVEALED THAT THE CARB HEAT CONTROL WAS IN THE 'HOT' POSITION. THE PILOT STATED THAT HE DID NOT USE CARB HEAT DURING THE FLT, OR DURING PRE-FLT RUN-UP. FURTHER EXAM OF THE ACFT AFTER REMOVAL FROM THE CRASH SITE REVEALED IMPACT-RELATED MARKS ON CARB-HEAT CONTROL PUSH-PULL ROD SYSTEM, WHICH INDICATED THAT THE CONTROL WAS IN THE 'HOT' POSITION AT THE TIME OF IMPACT. THE CARB HEAT CONTROL WAS NOT READILY VISIBLE TO THE PLT, DUE TO ITS LOCATION. EXAMINATION OF THE ENGINE REVEALED NO EVIDENCE OF ANY PRE-EXISTING MECHANICAL MALFUNCTION OR FAILURE. NO EVIDENCE OF CONTAMINATION WAS FOUND IN THE AIRPLANE FUEL SUPPLY OR SYSTEM. THE AMBIENT AIR TEMP WAS RPRTD TO BE 80 DEG; THE DENSITY ALT WAS ESTIMATED TO BE 2700 FT.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 811 hours in all; 25 in this make and model; 15 in the last 90 days; 3 in the last 30 days; 811 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 5,289 hours
- Last inspection: annual inspection, October 2, 1988; 38 hours since
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming R-680-B4E (piston); 0 hours total
The flight
- Flight plan: none
- Runway 27, 4,200 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 3 knots
- Visibility: 12 statute miles
- Sky: scat at 25,000 ft
- Temperature: 81°F (27°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 7:51 pm from ATL, 28 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.