Convair 240-27 accident near Hampton, Georgia, March 7, 1997
On March 7, 1997 at about 7:00 pm local time, a Convair 240-27, registered N357T, was substantially damaged in an accident near Hampton, Georgia. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a partial loss of power on one engine for undetermined reason(s), and the pilot's failure to follow aircraft emergency procedures. A factor was inadequate transition/upgrade training.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 7, 1997 · about 7:00 pm local time
- Place
- Hampton, Georgia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Convair 240-27
- Registration
- N357T · registry record · serial 340
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About two minutes into the flight, the pilot noticed a high cylinder head temperature on the right engine. The pilot opened the cowl flap doors and the cylinder head temperature dropped 200 degrees. When the pilot noticed a reduction in right engine power, he elected to shut down the engine. The copilot was instructed to secure the right engine in accordance with the emergency procedures. Unable to maintain altitude, the pilot selected an emergency landing to a large open field, and the landing gear collapsed during the landing. Examination of the airplane at the accident site disclosed that the engine cowl flaps on both engines were in the open position. Examinations of the right engine subsystems failed to disclose a mechanical malfunction or component failure. A review of the normal and emergency procedures for the aircraft disclosed that the cowl flaps normal position for the shutdown engine is closed. A review of the aircraft performance data revealed that the airplane was capable of maintaining flight and a climb attitude with one engine. There was no cargo on the airplane. During the pilot's subsequent type rating reexamination in the Convair 240-27, the pilot failed to demonstrate a satisfactory level of knowledge in emergency procedures during the oral examination. The pilot subsequently surrendered the Convair 240-27 type rating to the FAA.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 18,000 hours in all; 35 in this make and model; 100 in the last 90 days; 20 in the last 30 days; 15,000 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,331 hours
- Last inspection: approved inspection programme, November 30, 1996; 50 hours since
- Maximum gross weight: 41,790 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W 2800-CB3 (piston); 0 hours total
The flight
- Departed from: 6A2 Griffin GA at 6:50 pm
- Destination: AGS Augusta GA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from FFC, 35 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.