Piper PA-32R-300 accident near Georgetown, Texas, April 3, 2004
On April 3, 2004 at about 3:00 pm local time, a Piper PA-32R-300, registered N47976, was substantially damaged in an accident near Georgetown, Texas. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 2004 · about 3:00 pm local time
- Place
- Georgetown, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N47976 · no longer on the register · serial 32R-7880030
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a loss of engine power in the single-engine airplane, the 1,050-hour pilot initiated a forced landing while on approach to Runway 36. The pilot initiated a 400-foot per minute descent, reduced power to 23 inches of manifold pressure, and switched the fuel selector from the left to the right fuel tank. Upon reaching a pattern altitude of 1,800 feet approximately four miles west of his intended destination, he entered a tight right downwind for Runway 36. When the airplane was abeam the runway numbers, the airspeed was 10 knots above the landing gear extension speed, so he reduced manifold pressure to 18 inches. The pilot turned on the fuel boost pump, and pushed the mixture and prop controls forward. He extended the downwind leg to further reduce speed. While turning base, he extended the landing gear and pushed the throttle forward, but the engine would not respond. However, he does not recall the RPM setting. The pilot was unable to maintain altitude, so he reduced airspeed to 80 knots, and executed a forced landing on a feeder road adjacent to Interstate 35. Prior to touchdown, he verified that the fuel boost pump was on, the fuel selector was in the detent, and the master and ignition switches were on. He also pushed the mixture and propeller controls to the full forward position. The flaps were never extended. The engine was test run with a two-bladed propeller. The fuel-injected engine was run on the airframe utilizing a provisional fuel line that was attached to the right fuel tank's inboard fitting and a plastic gas can. The engine started and ran normal from idle to 1,500 RPM without interruption. There was no mixture rise observed when leaning the mixture with the engine running at 1,500 RPM. A magneto check was conducted at 1,500 RPM. The engine ran smooth with the RPM dropping approximately 100-125 RPM on both the left and right magneto positions. The cockpit fuel pressure gauge was sluggish and indicated slightly low. A test gauge was installed that indicated 20 psi at idle with the boost pump off and 22 psi with the boost pump on. At 1,500 RPM, the test gauge indicated 25 psi with the boost pump on or off. The fuel vents were also absent of debris. The induction air filter and induction system "appeared" normal and unobstructed. No mechanical anomalies were noted that would have precluded normal engine operation.
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; instrument: airplane
- Flight time: 1,023 hours in all; 439 in this make and model; 11 in the last 90 days; 5 in the last 30 days; 909 as pilot in command
- Last flight review: April 9, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 5,083.6 hours
- Last inspection: annual inspection, May 15, 2003
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: DWH Houston TX at 2:05 pm
- Destination: GTU Georgetown TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,100 ft
- Temperature: 64°F (18°C), dew point 57°F (14°C)
- Altimeter: 30.10 inHg
- Observation at 1:55 pm from GTU
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.
Other NTSB records under N47976 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.