Piper PA-34-200T accident near Fletcher, North Carolina, March 21, 1984
On March 21, 1984 at about 3:05 am local time, a Piper PA-34-200T, registered N8300T, was destroyed in an accident near Fletcher, North Carolina (Asheville airport). It was a business flight under general aviation rules (Part 91). 1 person was killed and 5 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 1984 · about 3:05 am local time
- Place
- Fletcher, North Carolina · Asheville · map
- Type
- Accident
- Injuries
- 1 person was killed and 5 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N8300T · no longer on the register · serial 2165
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING TAKEOFF THE LEFT ENG LOST POWER SHORTLY AFTER THE LANDING GEAR WAS RETRACTED. THE PLT STATED THAT HE FELT THE LOSS OF POWER AT ABOUT THE SAME TIME THAT HE TURNED OFF THE LANDING LIGHTS. WITH THE LEFT ENG MANIFOLD PRESSURE GAUGE READING 25 INCHES HG, THE PLT BELIEVED HE WAS RECEIVING SOME POWER FROM THAT ENG & DID NOT FEATHER THAT PROP. SUBSEQUENTLY, THE ACFT CRASHED IN TREES AFTER IT TURNED TO A HEADING OF ABOUT 035 DEG. THE AREA SURROUNDING THE AIRPORT IS WOODED WITH RISING HILLS. AN INVESTIGATION DISCLOSED THAT THE ACFT WAS LOADED AT OR ABOVE ITS MAX GROSS WEIGHT LIMIT, & THAT THE CG WAS AFT OF THE REAR LIMIT. AN EXAM OF THE COCKPIT REVEALED THAT THE LEFT ENG MAG SWITCHES, LOCATED IMMEDIATELY ABOVE THE LANDING LIGHT SWITCHES, WERE IN THE 'OFF' POSITION & THAT THE LANDING LIGHT SWITCHES WERE IN THE 'ON' POSITION.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,075 hours in all; 131 in this make and model; 92 in the last 90 days; 3,912 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, February 16, 1984; 177 hours since
- Maximum gross weight: 4,570 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental L/TSIO-360 (piston); 0 hours total
- Operator: Flight Unlimited, INC.
The flight
- Departed from: AVL Arden NC at 3:02 am
- Destination: RDU Raleigh NC
- Flight plan: IFR
- Runway 16, 8,001 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 160° at 4 knots
- Visibility: 5 statute miles
- Sky: overcast at 3,900 ft; scat at 1,000 ft
- Temperature: 50°F (10°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 3:07 am from AVL, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 4 |
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.