Piper PA-28-160 accident near Lawrenceville, Georgia, August 19, 1992
On August 19, 1992 at about 6:00 am local time, a Piper PA-28-160, registered N5640W, was substantially damaged in an accident near Lawrenceville, Georgia (Gwinnett Co.Briscoe Field). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 4 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN AIRCRAFT CONTROL WHICH RESULTED IN AN INADVERTENT STALL, AND HIS IMPROPER EXECUTION OF EMERGENCY PROCEDURES. FACTORS WERE THE PILOT'S OVERCONFIDENCE, HIS INADEQUATE PREFLIGHT INSPECTION WHEN HE FAILED TO DRAIN THE GASCOLATOR, THE WATER CONTAMINATION IN THE FUEL, AND THE LEAKING FUEL TANK CAP.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 1992 · about 6:00 am local time
- Place
- Lawrenceville, Georgia · Gwinnett Co.Briscoe Field
- Type
- Accident
- Injuries
- 1 person was killed and 4 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-160 · all PA-28-160s on the register
- Registration
- N5640W · no longer on the register · serial 28-788
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE STUDENT PILOT ELECTED TO GO FLYING AFTER FINISHING WORK AT A LOCAL PIZZA RESTAURANT, WHICH HE STATED WAS HIS HABIT. HIS WIFE AND 3 FRIENDS ACCOMPANIED HIM. HE REPORTED THAT HIS PREFLIGHT INSPECTION DID NOT INCLUDE DRAINING THE FUEL GASCOLATOR, AS LISTED IN THE OWNERS' HANDBOOK. THE FIRST TAKE OFF ATTEMPT ON THE SAME FLIGHT WAS DELAYED WHEN THE ENGINE QUIT DURING RUNUP. THE PILOT BELIEVED THE ENGINE HAD QUIT BECAUSE THE PRIMER WAS NOT FULLY CLOSED. AFTER PUSHING THE AIRPLANE BACK TO THE RAMP, IT REMAINED STATIONARY UNTIL A SECOND START WAS ACCOMPLISHED. DURING THE ENSUING INITIAL CLIMB AFTER TAKE OFF THE ENGINE LOST POWER. THE PILOT SAID THE AIRPLANE BEGAN TURNING AND DIVING TO THE RIGHT SO, HE TRIED TO APPLY BACK PRESSURE TO THE YOKE AND A LITTLE RUDDER. HE STATED THAT HE HEARD THE STALL WARNING HORN WHEN THE ENGINE POWER DECREASED. THE AIRPLANE WAS EQUIPPED WITH A STALL WARNING LIGHT, ONLY. THE PILOT HAD RECORDED 4 FLIGHTS IN A CESSNA 152 AND 7 FLIGHTS IN THE PA28. PASSENGERS ON THE AIRPLANE STATED THAT AFTER TAKE OFF THE NOSE WAS PITCHED UP ABNORMALLY HIGH, THEN THE AIRPLANE ROLLED AND DESCENDED TO IMPACT. EXAMINATION OF THE FUEL SYSTEM REVEALED WATER CONTAMINATION.
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: student
- Flight time: 20 hours in all; 16 in this make and model; 20 in the last 90 days; 9 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,651 hours
- Last inspection: annual inspection, July 14, 1992; 26 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2A (piston); 0 hours total
The flight
- Departed from: LZU at 6:00 am
- Destination: LZU
- Flight plan: none
- Runway 25, 4,012 ft by 75 ft
Weather at the time
- Light: night, bright
- Visibility: 2 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 10:55 am from LZU, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 3 |
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.