Piper PA-28R-200 accident near Bogalusa, Louisiana, October 30, 1999
On October 30, 1999 at about 5:18 pm local time, a Piper PA-28R-200, registered N2654T, was substantially damaged in an accident near Bogalusa, Louisiana (George R. Carr Memorial 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 visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power as a result of water contamination in the fuel system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 30, 1999 · about 5:18 pm local time
- Place
- Bogalusa, Louisiana · George R. Carr Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N2654T · registry record · serial 28R-7135223
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the preflight inspection, the pilot drained '1/2 inch of water' from the fuel strainer. He continued sumping fuel until water was no longer present and then departed from runway 36. He turned crosswind at 500 feet agl, reduced the throttle to 25 inches of manifold pressure, and the engine began to 'run rough.' The pilot banked the airplane toward the airport, and while descending through 700 feet agl, the engine lost total power. During the ensuing forced landing, the airplane impacted pine trees and a fence and came to rest upright 1/2 mile north of the airport. An examination of the fuel system by an NTSB investigator revealed that the electric fuel pump contained corrosion (in the form of a white residue). Corrosion was also noted around the airframe fuel strainer attach point and within the fuel control servo. Furthermore, three tablespoons of water were drained from within the fuel servo.
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: 549 hours in all; 215 in this make and model; 19 in the last 90 days; 8 in the last 30 days; 440 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,028 hours
- Last inspection: annual inspection, September 2, 1999; 20 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: BXA at 5:18 pm
- Destination: MSY New Orleans LA
- Flight plan: none
- Runway 36, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 12 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 2,900 ft; clear
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 5:16 pm from ASD, 30 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.
Other NTSB records under N2654T the same tail number, which may have belonged to a different aircraft at the time
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.