Piper PA-25-235 accident near Colquitt, Georgia, June 5, 2024
On June 5, 2024 at about 10:30 am local time, a 1969 Piper PA-25-235, registered N8715L, was substantially damaged in an accident during initial climb near Colquitt, Georgia (Private airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The failure of the fuel shutoff valve from corrosion, which allowed the valve stem to obstruct the internal fuel port, resulting in a restriction of fuel flow to the engine.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 2024 · about 10:30 am local time
- Place
- Colquitt, Georgia · Private · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235, built 1969 · all PA-25-235s on the register
- Registration
- N8715L · registry record · serial 25-5168
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that preflight and ground operations were routine. Shortly after takeoff, the engine started “missing” as the airplane climbed to about 200-300 ft mean sea level. The engine speed then dropped about 50 rpm and the pilot confirmed the engine controls were fully forward before the engine lost all power. The pilot made a forced landing into a wooded swamp area. Substantial damage was confirmed to both wings and the fuselage. Postaccident examination of the engine revealed no evidence of a preexisting malfunction or failure that would have precluded normal operation. An examination of the fuel shutoff valve from the fuel tank to the gascolator revealed that, when the valve was manipulated manually, the through-port was not totally obstructed when placed to the “closed” position. The valve arm moved back and forth with minimal resistance. The valve was then disassembled and the connection to the interior plastic gate was broken and the gate did not move when the valve stem was actuated. Further examination revealed that the two rivets that joined the stem flange to the adjacent internal component of the valve were fractured. The lower rivet failed from intergranular corrosion. The upper river showed signs of overstress in bending and shear. Once the failure occurred, the valve stem was free to move without manual input, obstructing the port and compromising fuel flow to the engine.
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
- Off-field or emergency landing during emergency descent
- Sys/Comp malf/fail (non-power) during initial climb defining event
- Fuel starvation during initial climb
The NTSB's findings
- Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 654 hours in all; 146 in this make and model; 590 as pilot in command
- Last flight review: October 16, 2023
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 12,656 hours
- Last inspection: annual inspection, April 25, 2024; 75 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-G1A5 (piston); 153 hours total
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 130° at 4 knots
- Visibility: 2 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 70°F (21°C)
- Altimeter: 29.88 inHg
- Observation at 6:35 am from BGE, 9 miles away
Weather report (METAR): KBGE 051035Z AUTO 13004KT 2SM BR CLR 21/21 A2988 RMK AO2 T02130210
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on April 2, 2025. 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 | NTSB Wreckage Examination | PDF, 7 pages | View Download |
| 3 | Excerpts - Aircraft Logbook | PDF, 6 pages | View Download |
| 4 | Excerpts - Engine Logbook | PDF, 3 pages | View Download |
| 5 | Investigation Photographs | PDF, 9 pages | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 16 pages | View Download |
| 7 | Materials Laboratory Factual Report | PDF, 20 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 9 | Evidence Control Form | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N8715L the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA24LA248.