Piper PA-32R-301T accident near Covington, Georgia, December 10, 1993
On December 10, 1993 at about 11:40 pm local time, a Piper PA-32R-301T, registered N8340Y, was destroyed in an accident near Covington, Georgia. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
SPATIAL DISORIENTATION EXPERIENCED BY THE PILOT, RESULTING IN HIS FAILURE TO MAINTAIN AIRCRAFT CONTROL. FACTORS WERE THE TOTAL FAILURE OF THE ENGINE DRIVEN VACUUM PUMP, AND THE NIGHT, CLOUD CONDITIONS PREVAILING AT THE TIME OF THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 1993 · about 11:40 pm local time
- Place
- Covington, Georgia
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32R-301T PA-32R-301 · all PA-32R-301Ts on the register
- Registration
- N8340Y · no longer on the register · serial 32R-8129042
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PRIVATE PILOT WAS RETURNING TO HIS HOME BASE ON AN IFR FLIGHT PLAN. NIGHT, IMC PREVAILED. SEVERAL MINUTES PRIOR TO THE ACCIDENT, HE INFORMED ATC THAT HIS INSTRUMENT GYRO HAD FAILED. HE LATER REPORTED THAT HIS INSTRUMENTS WERE WORKING; HOWEVER, THERE WAS A 'LIGHT ON'. HE THEN REPORTED THAT HE WAS 'IN TROUBLE'. ATC OBSERVED THE AIRCRAFT IN A RAPID DESCENT PRIOR TO A LOSS OF RADAR CONTACT. THE AIRCRAFT IMPACTED WOODED TERRAIN IN A STEEP, NOSE LOW ATTITUDE. AN EXAMINATION OF THE VACUUM SYSTEM REVEALED THAT THE ENGINE DRIVEN VACUUM PUMP HAD FAILED DUE TO OIL INGESTION. FURTHER INVESTIGATION REVEALED THAT AN ENGINE OIL LEAK WAS REPAIRED IN JUNE 1993, AND THE ORIGIN OF THE LEAK WAS THE ENGINE ACCESSORY DRIVE SEAL, WHERE THE VACUUM PUMP ATTACHES TO THE ENGINE. THE FAILED PUMP WAS INSTALLED AS NEW ABOUT A WEEK PRIOR TO THE OIL LEAK REPAIR. THE PUMP THAT WAS REMOVED IN JUNE 1993, ALSO FAILED DUE TO OIL INGESTION.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 530 hours in all; 60 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: VRB Vero Beach FL at 8:53 pm
- Destination: PDK Atlanta GA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 250° at 7 knots
- Visibility: 5 statute miles
- Sky: overcast at 200 ft; not recorded
- Temperature: 55°F (13°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 11:50 pm from ATL, 32 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.
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.