Piper PA-28-180 accident near Jasper, Florida, June 9, 1996
On June 9, 1996 at about 12:56 pm local time, a Piper PA-28-180, registered N9640J, was substantially damaged in an accident near Jasper, Florida (Valdosta Regional 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 inaccurate fuel consumption calculations which resulted in a total loss of engine power due to fuel exhaustion. Contributing to the accident was the unsuitable terrain encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1996 · about 12:56 pm local time
- Place
- Jasper, Florida · Valdosta Regional · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N9640J · no longer on the register · serial 28-3864
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before takeoff 15 gallons of fuel were added to the less-than-full fuel tanks. The flight departed and while en route the engine quit. The pilot then repositioned the fuel selector and the engine regained power. The flight continued and the engine quit again. The pilot performed a forced landing in a corn field and the airplane came to rest upright. Examination of the airplane revealed that the left and right fuel tanks were not damaged and contained 12 ounces and 55 ounces of fuel respectively. Staining aft of each wing fuel tank cap was not observed. The pilot stated that for fuel consumption calculations he planned on 8 gallons per hour. The pilot's operating handbook indicates that the fuel consumption for the power, and altitude flown is 10 gallons per hour.
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: 383 hours in all; 17 in the last 90 days; 9 in the last 30 days; 362 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,303 hours
- Last inspection: annual inspection, August 11, 1995; 81 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
- Operator: Interstate Aircraft Services
The flight
- Departed from: LAL Lakeland FL at 11:32 am
- Destination: VLD Valdosta GA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 6 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 7,000 ft; scat at 1,500 ft
- Temperature: 73°F (23°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 12:50 pm from VLD, 21 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.
Other NTSB records under N9640J 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.