Piper PA-28-140 accident near Surf Side Beach, South Carolina, May 27, 1991
On May 27, 1991 at about 4:15 pm local time, a Piper PA-28-140, registered N6634W, was substantially damaged in an accident near Surf Side Beach, South Carolina (Javika airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE IMPROPER PREFLIGHT INSPECTION OF THE AIRCRAFT BY THE PILOT, IN THAT HE FAILED TO TURN THE AIRCRAFT FUEL SELECTOR 'ON' PRIOR TO STARTING THE ENGINE. A FACTOR IN THE ACCIDENT WAS THE AIRCRAFT FUEL SELECTOR VALVE LEAKING ENOUGH FUEL TO THE ENGINE IN THE 'OFF' POSITION TO RUN THE ENGINE AT LOW POWER SETTING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 1991 · about 4:15 pm local time
- Place
- Surf Side Beach, South Carolina · Javika · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N6634W · no longer on the register · serial 28-20732
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT DEPARTED THE 4000 FOOT SOD RUNWAY 22 AT THE PRIVATE AIRFIELD IN SURF SIDE BEACH, SOUTH CAROLINA. THE AIRCRAFT CRASHED INTO TALL TREES FOUR TENTH'S OF A MILE OFF THE DEPARTURE END OF THE RUNWAY. WITNESSES STATED THAT THE AIRCRAFT HAD ATTEMPTED TO TAKEOFF PREVIOUSLY, HAD ABORTED THE TAKEOFF, AND RETURNED TO THE EXTREME END OF THE RUNWAY PRIOR TO THIS TAKEOFF ATTEMPT. INVESTIGATION REVEALED THAT THE AIRCRAFT FUEL SELECTOR WAS IN THE 'OFF' POSITION. NO FUEL WAS FOUND IN THE AIRCRAFT GASOLATOR OR CARBURETOR AT THE ACCIDENT SITE. FURTHER INVESTIGATION REVEALED THAT FUEL WOULD NOT PASS THROUGH THE SELECTOR VALVE IN THE 'OFF' POSITION UNTIL THE ELECTRIC FUEL BOOST PUMP WAS TURNED 'ON'. A TEST RUN OF THE AIRCRAFT ENGINE REVEALED THAT WITH THE ELECTRIC FUEL BOOST IN THE 'ON' POSITION, AND THE FUEL SELECTOR VALVE IN THE 'OFF' POSITION, THE AIRCRAFT ENGINE WOULD START AND OPERATE AT LOW POWER SETTINGS.
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: 224 hours in all; 14 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 179 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,244 hours
- Last inspection: annual inspection, March 7, 1991; 14 hours since
- Maximum gross weight: 1,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Destination: 49J Hilton Head SC
- Flight plan: none
- Runway 22, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 12 knots, gusting 19
- Visibility: 5 statute miles
- Sky: overcast at 25,000 ft; scat at 1,200 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 4:00 pm from MYR, 5 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.