Piper PA24 accident near Athens, Georgia, December 29, 2022
On December 29, 2022 at about 6:29 pm local time, a 1966 Piper PA24, registered N9026P, was substantially damaged in an accident during enroute (climb to cruise) near Athens, Georgia (Athens/Ben Epps Airport). It was a personal 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
The pilot’s failure to detect water in the fuel during the preflight inspection, which resulted in a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 29, 2022 · about 6:29 pm local time
- Place
- Athens, Georgia · Athens/Ben Epps Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA24 260, built 1966 · all PA24s on the register
- Registration
- N9026P · no longer on the register · serial 24-4488
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot completed a preflight inspection, including sampling the fuel to check for water contamination, then departed with a passenger for a flight after maintenance was completed on the airplane. The pilot reported that a few minutes into the flight, after leveling off at 3,000 ft mean sea level, the engine seemed to power down, as if the power went to idle. The pilot established best glide airspeed and attempted to restore engine power; however, he was unable to restore power, so he declared an emergency and turned back toward the airport. Unable to make the airport, the pilot performed a forced landing into trees, substantially damaging the fuselage, empennage, and both wings. Postaccident examination of the airframe revealed that the electrical fuel pump would not operate. Disassembly of the pump revealed rust at and around the shaft bearing, indicative of water having been in the airplane’s fuel system. Examination of the engine revealed that the left magneto ground strap was not connected to the magneto and its hardware was not located. Also, debris was observed in the fuel servo filter and water was observed in the fuel samples and gascolator bowl. Based on the condition of the fuel and fuel-related components, it is likely that the loss of engine power was due to contamination of the fuel supply with water. It is unlikely that the loss of one magneto due to a disconnected ground strap resulted in a noticeable loss of power since the airplane had a second, functioning magneto.
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
What happened, in order
- Fuel contamination during enroute (climb to cruise) defining event
- Aerodynamic stall/spin during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid condition
- Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,725 hours in all; 1,290 in this make and model; 7 in the last 90 days; 1,725 as pilot in command
- Last flight review: May 9, 2021
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,768.2 hours
- Last inspection: annual inspection, August 3, 2022; 826 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 826 hours total
The flight
- Departed from: AHN Athens GA at 1:22 pm
- Destination: DNN Dalton GA
- Flight plan: IFR
- Runway 9, 6,122 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 37°F (3°C)
- Altimeter: 30.32 inHg
- Observation at 6:51 pm from KAHN, 1 miles away
Weather report (METAR): METAR KAHN 291851Z 00000KT 10SM CLR 17/03 A3032 RMK AO2 SLP269 T01720028=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on May 2, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Pilot Statements | PDF, 4 pages | View Download |
| 3 | Record of Conversation Aircraft Owner | PDF, 1 page | View Download |
| 4 | Record of Conversation Mechanic | PDF, 2 pages | View Download |
| 5 | Engine Logbook Excerpts | PDF, 5 pages | View Download |
| 6 | Investigative Photographs | PDF, 3 pages | View Download |
| 7 | Memorandum for Record A�� Wreckage Examination | PDF, 18 pages | View Download |
| 8 | Engine Data Monitor - Specialist's Factual Report | PDF, 9 pages | View Download |
| 9 | Engine Data Monitor - Attachment 1 (Csv - Accident Flight) | data file | Download |
| 10 | Engine Data Monitor - Attachment 2 (Csv - Previous Flight) | data file | Download |
| 11 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.