Piper PA-28-140 accident near Aiken, South Carolina, November 25, 1998
On November 25, 1998 at about 6:00 pm local time, a Piper PA-28-140, registered N3350T, was substantially damaged in an accident near Aiken, South Carolina (Aiken airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO USE CARBURETOR HEAT PROPERLY. CONTRIBUTING TO THE ACCIDENT WERE THE CARBURETOR ICING CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 25, 1998 · about 6:00 pm local time
- Place
- Aiken, South Carolina · Aiken · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N3350T · registry record · serial 28-7125377
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was enroute to Florida, and planned a refueling stop in South Carolina. During the descent from 8500 feet, the pilot experienced a loss of engine power. Attempts by the pilot to restore full engine power failed. So he selected a field for an emergency landing, and while on final approach to land, the engine regained full power. At that point, the pilot elected to go-around. During the climbout phase of the go-around maneuver, the airplane collided with trees on the departure end of the proposed landing site. According to the pilot, the collision with the trees separated the left main landing gear assembly, and the right wing sustained substantial structural damage. The pilot flew the airplane to Aiken, South Carolina and after touchdown on runway 24, the airplane skidded off the left side of the runway. During the engine loss of power, weather conditions were favorable for the formation of carburetor ice. No mechanical problems with the airplane were reported by the pilot.
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
- Flight time: 11,269 hours in all; 1,914 in this make and model; 9 in the last 90 days; 9 in the last 30 days; 11,269 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 33,156 hours
- Last inspection: annual inspection, March 1, 1998; 1,151 hours since
- Maximum gross weight: 21,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0320-E2A (piston); 0 hours total
The flight
- Departed from: SFQ Suffolk VA at 2:55 pm
- Destination: 6J4 Crestview FL
- Flight plan: none
- Runway 24, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 025° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 9,000 ft
- Temperature: 63°F (17°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 6:00 pm from AGS, 22 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.