Piper PA-28-140 accident near Tifton, Georgia, January 28, 2001
On January 28, 2001 at about 2:40 am local time, a Piper PA-28-140, registered N3978K, was substantially damaged in an accident near Tifton, Georgia. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to properly judge his altitude (too high) during a forced landing to a runway. The pilot made a 270-degree turn in an attempt to lose altitude resulting in a forced landing in a swampy/marshy area short of the runway. Contributing to the accident was a reported loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 28, 2001 · about 2:40 am local time
- Place
- Tifton, Georgia · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N3978K · no longer on the register · serial 28-238104
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was in cruise flight at 4,500, when the engine rpm decreased from 2400 rpm to idle power. He turned on the boost pump, applied carburetor heat, and switched fuel tanks with negative results. He contacted ATC, informed them of the situation and declared an emergency. ATC pointed out an airport, and he turned towards runway 15 at the airport. The pilot's approach was too high and he made a 270-degree turn. During the turn he realized that he would not be able to make the runway. He initiated a forced landing to a highway but was unable to get aligned, and crashed into a marshy area. Examination of the engine assembly and accessories, and no anomalies were noted. The engine was started and run at 2150 rpm.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: airship
- Flight time: 451 hours in all; 8 in this make and model; 25 in the last 90 days; 25 in the last 30 days; 305 as pilot in command; 69 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,338 hours
- Last inspection: approved inspection programme, August 1, 2000; 69 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: SAV Savannah GA
- Destination: EDN Enterprise AL
- Flight plan: none
Weather at the time
- Light: night, dark
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 43°F (6°C)
- Altimeter: 30.29 inHg
- Observation at 3:53 am from ABY, 50 miles away
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.
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.