Piper PA-23-160 accident near Hampton, Georgia, July 11, 1994
On July 11, 1994 at about 6:13 pm local time, a Piper PA-23-160, registered N3381P, was substantially damaged in an accident near Hampton, Georgia (Clayton County Tara Field). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADEQUATE AIRCRAFT PRE-FLIGHT INSPECTION, HIS FAILURE TO ABORT THE TAKEOFF, AND HIS FAILURE TO MAINTAIN AIRSPEED THAT RESULTED IN A STALL. A FACTOR WAS THE INADEQUATE AIRCRAFT INSPECTION THAT DID NOT IDENTIFY THE WORN FUEL CELL CAPS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 1994 · about 6:13 pm local time
- Place
- Hampton, Georgia · Clayton County Tara Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N3381P · no longer on the register · serial 23-1342
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WITNESSES HEARD THE LEFT ENGINE SPUTTERING DURING THE TAKEOFF ROLL, AND WATCHED AS THE AIRPLANE BECAME AIRBORNE, VEERED TOWARD THE LEFT, STALLED, AND IMPACTED THE GROUND. THE PILOT HAD FLOWN TO THE AIRPORT FOR RADIO WORK. WHILE THE AIRPLANE WAS PARKED ON THE RAMP FOR TWO HOURS, THERE WAS HARD RAIN. THE AIRPLANE WAS THEN TAXIED TO THE FBO AND FUELED. DURING THE SUBSEQUENT TAKEOFF, THE LEFT ENGINE QUIT. NO WATER WAS FOUND IN THE REFUELING TRUCK AND OTHER AIRCRAFT WERE FUELED FROM IT BEFORE AND AFTER THE ACCIDENT WITH NO DISCREPANCIES REPORTED. THE POST ACCIDENT EXAMINATION OF THE AIRPLANE REVEALED WATER IN BOTH ENGINE FUEL PUMPS. THE THERMOS TYPE FUEL CAPS OF BOTH MAIN TANKS WERE FOUND LOOSE, AND THE SEALS CRACKED. AN AD REQUIRES THE FUEL CAPS TO BE INSPECTED ANNUALLY. THE AIRCRAFT LOG INDICATES THAT THE INSPECTION WAS DONE ABOUT ONE MONTH PRIOR TO THE ACCIDENT.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,050 hours in all; 25 in this make and model; 69 in the last 90 days; 21 in the last 30 days; 1,010 as pilot in command; 300 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,196 hours
- Last inspection: annual inspection, June 13, 1994; 22 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-B3A (piston); 0 hours total
The flight
- Departed from: 4A7 at 6:13 pm
- Destination: MQY Smyrna TN
- Flight plan: IFR
- Runway 24, 4,503 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 7 statute miles
- Sky: overcast at 25,000 ft; scat at 2,800 ft
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from ATL, 16 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.