Piper PA-22-108/U accident near Mccaysville, Georgia, August 25, 1993
On August 25, 1993 at about 2:30 pm local time, a Piper PA-22-108/U, registered N5061Z, was substantially damaged in an accident near Mccaysville, Georgia (Martin Campbell airport). 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
THE LOSS OF ENGINE POWER FOR UNDETERMINED REASONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 1993 · about 2:30 pm local time
- Place
- Mccaysville, Georgia · Martin Campbell · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-108/U PA-22-108/ · all PA-22-108/Us on the register
- Registration
- N5061Z · no longer on the register · serial 22-8686
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A LAYER OF FOG PREVENTED AN EARLY TAKEOFF AS PLANNED BY THE PILOT. HE REFUELED THE AIRPLANE WITH 11 GALLONS OF AVIATION FUEL AND COMPLETED A PREFLIGHT INSPECTION. AFTER THE FOG CONDITION IMPROVED, THE PILOT COMPLETED A RUNUP AND ATTEMPTED A TAKEOFF. AS THE AIRPLANE ACCELERATED DOWN THE RUNWAY, THE PILOT ABORTED THE TAKEOFF DUE TO ENGINE PROBLEMS. HE RETURNED AND ATTEMPTED TO CORRECT THE ROUGH ENGINE CONDITION BY COMPLETING ANOTHER RUNUP PROCEDURE. IMMEDIATELY AFTER THE NORMAL RUNUP PROCEDURE WAS COMPLETED, WHICH INCLUDED THE CARBURETOR HEAT SYSTEM, THE PILOT ATTEMPTED ANOTHER TAKEOFF. AS THE AIRPLANE CLIMBED THROUGH 200 FEET AGL, THE ENGINE DEVELOPED A ROUGH CONDITION AGAIN. THE PILOT ATTEMPTED TO RESTORE FULL POWER WHICH INCLUDED THE APPLICATION OF CARB HEAT; THE PILOT MADE AN EMERGENCY LANDING IN NEARBY RIVER. EXAMINATION OF THE AIRCRAFT AND THE ENGINE ASSEMBLY FAILED TO DISCLOSE A MECHANICAL PROBLEM, OR A SUBSYSTEM MALFUNCTION; THE PILOT REPORTED NO PREVIOUS ENGINE PROBLEMS. WEATHER CONDITIONS AT THE NEAREST REPORTING SITE WERE FAVORABLE FOR THE FORMATION OF CARBURETOR ICE; THE PILOT RECEIVED A WEATHER BRIEFING BEFORE THE FLIGHT.
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: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 963 hours in all; 56 in this make and model; 18 in the last 90 days; 18 in the last 30 days; 795 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,300 hours
- Last inspection: annual inspection, July 15, 1993; 49 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1B (piston); 0 hours total
The flight
- Departed from: 1A3 Copperhill TN at 3:25 pm
- Destination: AVL Asheville NC
- Flight plan: none
- Runway 20, 3,500 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 6 statute miles
- Sky: scat at 5,000 ft
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 2:53 pm from CHA, 25 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.