Piper PA-34-200 accident near Hickory, North Carolina, July 1, 1984
On July 1, 1984 at about 6:43 pm local time, a Piper PA-34-200, registered N4886T, was substantially damaged in an accident near Hickory, North Carolina (Hickory airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. 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
- July 1, 1984 · about 6:43 pm local time
- Place
- Hickory, North Carolina · Hickory
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N4886T · no longer on the register · serial 34-7250164
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACFT LANDED WITH THE NOSE GEAR RETRACTED. EXAMINATION REVEALED THAT THE NOSE GEAR WAS HUNG UP IN THE WHEEL WELL BECAUSE AN AN4-12 BOLT, WHICH SECURED THE NOSE GEAR CENTERING SPRING ASS'Y, WAS HUNG UP IN THE GEAR DOOR LINKAGE. AN ANNUAL INSPECTION WAS COMPLETED 20 HRS PREVIOUS TO THE ACCIDENT AT WHICH TIME THE BOLT & BUSHINGS ON THE SHIMMY DAMPENER WERE REPLACED. THE PA-34 MAINT MANUAL INDICATES THAT THE CORRECT BOLT, A AN24-20A, SHOULD BE INSTALLED WITH THE BOLT HEAD DOWN & WITH A MS20364-428C LOCK NUT. THE BOLT THAT HUNG UP WAS INSTALLED WITH THE BOLT HEAD UP & WAS SECURED BY A CASTLENUT & COTTER KEY. PIPER SERVICE LETTER 852, DATED 9/14/78, ADDRESSED THE POTENTIAL IMPROPER INSTALLATION OF THE BOLT & ANNOUNCED THE AVAILABILITY OF A PLACARD TO REMIND MECHANICS OF THE REQUIRED METHOD OF INSTALLATION. THE SERVICE LETTER NOTES THAT WHEN THE BOLT IS INSTALLED INCORRECTLY, NOSE GEAR OPERATION CAN BE RESTRICTED IN THE GEAR UP POSITION. THE NON-MANDATORY SERVICE LETTER HAD NOT BEEN COMPLIED WITH IN N4886T.
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: multi-engine land
- Flight time: 2,428 hours in all; 664 in this make and model; 62 in the last 90 days; 2,350 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,951 hours
- Last inspection: annual inspection, June 15, 1984; 20 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-360-C1E6 (piston); 0 hours total
The flight
- Departed from: AVL Asheville NC
- Destination: 5A7 Banner Elk NC
- Flight plan: none
- Runway 19
Weather at the time
- Light: daylight
- Wind: from 240° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 5:55 pm from HKY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.