Piper PA-28-140 accident near Columbus, Georgia, April 3, 2008
On April 3, 2008 at about 10:15 pm local time, a Piper PA-28-140, registered N1755T, was substantially damaged in an accident during takeoff (rejected takeoff) near Columbus, Georgia (Columbus Metropolitan airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's improper decision to abort the takeoff after the cabin door latch opened. Contributing to the accident was the cabin door unlatching.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 2008 · about 10:15 pm local time
- Place
- Columbus, Georgia · Columbus Metropolitan · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N1755T · no longer on the register · serial 28-7125072
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor (CFI) and student pilot were practicing crosswind landings in a Piper PA-28-140. After completing the preflight checks the CFI experienced difficulty closing the top cabin door latch. After multiple attempts he was able to get the latch to lock. The student then began taxing the airplane, but reported the brakes were, "weak." The airplane was equipped with toe-brakes on the pilot side only, which was occupied by the student. The CFI elected to continue with the flight and they performed three uneventful touch-and-go landings. During the fourth takeoff the door latch released, the CFI immediately retarded the throttle and instructed the student to apply the brakes. The student complied but reported that the brakes were not working. The CFI then attempted to slow the aircraft down by applying the center hand brake, but found it to be ineffective. The CFI applied left rudder in an effort to prevent the airplane from rolling to the end of the runway and past the overrun. The airplane departed the runway to the left, struck a drainage ditch, and rolled down an embankment. During the accident sequence the left landing gear was separated, and the left wing sustained substantial damage. The Owners Handbook for the make and model airplane stated, "The cabin door on the Cherokee is double latched, so the chances of it springing open in flight at both the top and bottom are remote. However, should you forget the upper latch, or not fully engage the lower latch, the door may spring partially open. This will usually happen at take-off or soon afterwards. An open door will not affect normal flight characteristics, and a normal landing can be made with the door open." A Federal Aviation Administration (FAA) inspector observed tire skid marks on the runway surface that corresponded to the location of the airplane as it departed the runway.
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
- Miscellaneous/other during takeoff
- Loss of control on ground during takeoff (rejected takeoff) defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff (rejected takeoff)
The NTSB's findings
- factor Aircraft › Aircraft structures › Doors › (general) › Not specified
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,894 hours in all; 1,500 in this make and model; 24 in the last 90 days; 7 in the last 30 days; 5,153 as pilot in command; 4,616 on instruments
- Last flight review: July 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 23 hours in all; 23 in this make and model; 23 in the last 90 days; 7 in the last 30 days
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,909 hours
- Last inspection: 100-hour inspection, February 1, 2008; 44 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: The Flying Club Of Columbus
The flight
- Departed from: CSG Columbus GA at 5:45 pm
- Destination: CSG Columbus GA
- Flight plan: none
- Runway 13, 3,997 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 14 knots
- Visibility: 8 statute miles
- Sky: overcast at 1,000 ft
- Temperature: 63°F (17°C), dew point 57°F (14°C)
- Altimeter: 30.04 inHg
- Observation at 9:51 pm from CSG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.