Piper PA-24-250 accident near Colbert, Georgia, January 2, 1999
On January 2, 1999 at about 9:01 pm local time, a Piper PA-24-250, registered N7295P, was substantially damaged in an accident near Colbert, Georgia (Athens/Ben Epps Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
Inadequate planning/decision by the pilot, which resulted in fuel exhaustion due to an inadequate supply of fuel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 1999 · about 9:01 pm local time
- Place
- Colbert, Georgia · Athens/Ben Epps Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N7295P · no longer on the register · serial 24-2474
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The preflight inspection of the fuel tanks by the pilot revealed the tanks were filled to the bottom of the filler neck, which the pilot believed was appropriately full. After starting the engine, fuel began leaking from the fuel sump drain hose. The pilot operated the spring loaded valve handle inside the airplane which apparently stopped the leak. Shortly after departing, the engine began running rough upon which the pilot began a deviation to another airport. During this time, the engine began running smoothly whereupon the pilot continued to his initial destination. During descent, the engine began running rough and the pilot decided the tanks had been exhausted. The pilot performed a forced landing causing substantial damage. The airplane cruising endurance based on 75% power and 90 gallons of fuel on board is 5.4 hours. However, the usable fuel capacity on this airplane when the fuel tanks are filled to the bottom of the filler necks is approximately 80 gallons. The actual flight time of this aircraft was 5.55 hours. A Federal Aviation Administration inspector who examined the airplane noted only residual fuel was found in the selector valve and no leaks were found in the fuel system.
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: single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,478 hours in all; 1,000 in this make and model; 41 in the last 90 days; 11 in the last 30 days; 1,376 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,980 hours
- Last inspection: annual inspection, June 17, 1998; 40 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: BLM Allaire NJ at 3:28 pm
- Destination: LZU Lawrenceville GA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 12 knots, gusting 22
- Visibility: 2.5 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 32°F (0°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 8:32 pm from AHN, 8 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.