Consolidated Aeronautics Inc. LAKE LA-4-200 accident near Williamson, Georgia, March 17, 1994
On March 17, 1994 at about 2:20 pm local time, a Consolidated Aeronautics Inc. LAKE LA-4-200, registered N6021V, was substantially damaged in an accident near Williamson, Georgia (Eagles Landing airport). It was an instructional 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
LOSS OF ENGINE POWER FOR AN UNDETERMINED REASON. A FACTOR RELATED TO THE ACCIDENT WAS: IMPROPER PLANNING/DECISION BY THE FLIGHT INSTRUCTOR (CFI).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 1994 · about 2:20 pm local time
- Place
- Williamson, Georgia · Eagles Landing · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Consolidated Aeronautics Inc. LAKE LA-4-200 LAKE LA-4- · all LAKE LA-4-200s on the register
- Registration
- N6021V · registry record · serial 774
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THIS WAS THE 2ND OF 3 POSSIBLE FLIGHTS SCHEDULED FOR THIS AIRCRAFT TO PROVIDE PROFICIENCY & CURRENCY TRAINING FOR AN FAA INSPECTOR. AFTER A PREFLIGHT INSPECTION AND RUNUP, THE FLIGHT INSTRUCTOR (CFI) & FAA INSPECTOR TAXIED TO THE SOD RUNWAY (RUNWAY 13) FOR TAKEOFF. AS THE AIRPLANE ACCELERATED, THE FAA INSPECTOR NOTICED THE ENGINE WAS NOT DEVELOPING FULL TAKEOFF POWER & INFORMED THE CFI. ACCORDING TO THE FAA INSPECTOR, THE CFI REACHED OVERHEAD (APPARENTLY) TO ADJUSTED THE MIXTURE CONTROL & INSTRUCTED THE FAA INSPECTOR TO CONTINUE THE TAKEOFF. AS THE AIRSPEED APPROACHED 60 KNOTS, THE FAA INSPECTOR WAS INSTRUCTED TO ROTATE. A WITNESS NEAR THE DEPARTURE END OF THE RUNWAY OBSERVED THE AIRPLANE AS IT BECAME AIRBORNE & NOTICED A REDUCTION IN ENGINE RPM AFTER LIFTOFF. SUBSEQUENTLY, THE AIRCRAFT SETTLED & COLLIDED WITH TREES ABOUT 700' BEYOND THE END OF THE RUNWAY. AN EXAM OF THE AIRCRAFT & ENGINE FAILED TO REVEAL A MECHANICAL PROBLEM. THE WIND WAS REPORTED TO BE FROM 290 DEGREES AT 7 KNOTS.
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: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 37,000 hours in all; 350 in this make and model; 20 in the last 90 days; 27,000 as pilot in command; 14,400 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,676 hours
- Last inspection: annual inspection, May 21, 1993; 91 hours since
- Maximum gross weight: 2,690 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-A1B (piston); 0 hours total
The flight
- Flight plan: none
- Runway 13, 2,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 16°F (-9°C)
- Altimeter: 30.00 inHg
- Observation at 1:55 pm from ATL, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.