Piper PA-31 accident near Springfield, Ohio, January 3, 1989
On January 3, 1989 at about 1:12 pm local time, a Piper PA-31, registered N9034Y, was destroyed in an accident near Springfield, Ohio (Beckley Mun. airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
FUEL EXHAUSTION PRECIPATATED BY THE INADEQUATE FUEL CONSUMPTION CALCULATIONS PERFORMED BY THE PILOT, PRESSURE FROM THE COMPANY PRESIDENT TO NOT CARRY EXCESS FUEL AND IMPROPER IN-FLIGHT PLANNING/DECISIONS BY THE PILOT BY NOT REFUELING ENROUTE BEFORE FUEL WAS EXHAUSTED. CONTRIBUTING TO THE ACCIDENT WAS THE INADEQUATE SURVEILLANCE AND CERTIFICATION OF THE OPERATOR BY THE FAA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 3, 1989 · about 1:12 pm local time
- Place
- Springfield, Ohio · Beckley Mun.
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-31 · all PA-31s on the register
- Registration
- N9034Y · no longer on the register · serial 31-47
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT WAS MAKING A CONTRACT CARGO FLT UNDER FAR 91 RULES AND HAD EXPERIENCED ICG ENROUTE. WHEN JUST PAST DAYTON, HE INDICATED THAT HE 'HAD A LITTLE FUEL PROBLEM' AND NEEDED TO GET INTO OSU WITHOUT DELAYS. A SHORT TIME LATER HE INDICATED THAT HE NEEDED TO GO TO THE NEAREST AIRPORT. HE WAS VECTORED TOWARD SGH FOR LDG. HE THEN INDICATED THAT HE HAD LOST AN ENGINE AND A SHORT TIME LATER INDICATED THAT HE HAD LOST THE OTHER ENGINE. THE ACFT CRASHED IN A RESIDENTIAL AREA. THERE WAS NO FIRE AND ONLY RESIDUAL FUEL WAS FOUND IN THE AIRPLANE. THE COMPANY PRESIDENT INDICATED THAT HE DID NOT ENCOURAGE HIS PILOTS TO CARRY 'EXCESS FUEL'. IT WAS REPORTED THAT THIS PILOT, ALONG WITH OTHERS, HAD BEEN 'CHEWED OUT' FOR CARRYING 'EXCESS FUEL'. THE OPERATION SHOULD HAVE BEEN CONDUCTED UNDER FAR 135 RULES SINCE THE COMPANY HAD RETAINED OPERATIONAL CONTROL OF THE OPERATION.
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, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,041 hours in all; 57 in this make and model; 180 in the last 90 days; 47 in the last 30 days; 660 as pilot in command; 254 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,906 hours
- Last inspection: annual inspection, September 1, 1988; 102 hours since
- Maximum gross weight: 6,500 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming TIO-540-A1B (piston); 0 hours total
The flight
- Departed from: MQJ Indianapolis IN at 12:25 pm
- Destination: OSU Columbus OH
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 3 knots
- Sky: not recorded
- Temperature: 27°F (-3°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 1:30 pm from DAY, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.