Piper PA-23-250 accident near Montgomery, Alabama, September 20, 1986
On September 20, 1986 at about 3:22 pm local time, a Piper PA-23-250, registered N6041Y, was substantially damaged in an accident near Montgomery, Alabama. It was an other work-use 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 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
- September 20, 1986 · about 3:22 pm local time
- Place
- Montgomery, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N6041Y · no longer on the register · serial 27-3227
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING INITIAL CLIMB PHASE OF AN EXPERIMENTAL FLT FROM MGM, AL, THE PLT RPTED THAT THE LEFT ENGINE HAD FAILED AND AN ATTEMPT WAS MADE TO FEATHER THE PROP. THE PLT RADIOED DANNELLY TOWER THAT THE ACFT WAS RETURNING TO THE ARPT. THEN THE PLT RPTED THAT THE RIGHT ENGINE LOST THRUST, HOWEVER THE RIGHT PROP WAS NOT FEATHERED BECAUSE HE WAS NOT SURE IF THE ENGINE WAS PRODUCING POWER. A GEAR-UP FORCED LANDING WAS MADE ON A 4-LANE HIGHWAY. THE ACFT ENGINES WERE FUELED WITH ALCOHOL WITH APPROVAL OF THE FAA FOR RESEARCH AND DEVELOPMENT. THREE DAYS PRIOR TO THE ACCIDENT THE ACFT EXPERIENCED POWER SURGES AND MADE A PRECAUTIONARY LANDING. NO PROBLEMS WERE FOUND AND THE FLIGHT WAS CONTINUED. INSPECTION OF THE ACFT REVEALED THE RIGHT PROP FEATHERED AND THE LEFT PROP IN LOW PITCH. THE ACFT WGT AND BAL INDICATED APPROX. 400# OVER GROSS WEIGHT. THE ENGINES WERE SUCCESSFULLY TEST RUN. THERE HAS BEEN NO DETERMINATION AS TO THE CAUSE OF THE RPTED ENGINE FAILURES.
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; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 8,295 hours in all; 100 in this make and model; 100 in the last 90 days; 8,187 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,355 hours
- Last inspection: annual inspection, April 14, 1986; 48 hours since
- Maximum gross weight: 5,200 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-540-C4B5 (piston); 0 hours total
The flight
- Departed from: MGM Montgomery AL
- Destination: GSO Greensboro NC
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 3 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 25,000 ft; scat at 15,000 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 3:49 pm from MGM, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.