Piper PA-24-260 accident near Hanceville, Alabama, September 2, 1989
On September 2, 1989 at about 11:30 pm local time, a Piper PA-24-260, registered N666KH, was substantially damaged in an accident near Hanceville, Alabama (Ernie Haynes Pvt Strip airport). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER FLARE BY THE PILOT/OWNER AND HIS FAILURE TO OBTAIN/MAINTAIN PROPER AIRSPEED FOR THE GO-AROUND; AND INADEQUATE SUPERVISION AND REMEDIAL ACTION BY THE INSTRUCTOR PILOT (OTHER CREW MEMBER). THE UNEVEN SURFACE OF THE PRIVATE STRIP WAS A CONTRIBUTING FACTOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 1989 · about 11:30 pm local time
- Place
- Hanceville, Alabama · Ernie Haynes Pvt Strip · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N666KH · registry record · serial 245026
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER PURCHASING THE ACFT, THE PREV OWNER WAS FLOWN BACK TO HIS HOME, THEN THE NEW OWNER & AN INSTRUCTOR (CFI) FLEW TO CULLMAN, AL. ON THIS FLT, THE NEW OWNER INTENDED TO 'GET CURRENT' & ACCOMPLISH REQUIREMENTS FOR A BIENNIAL FLT REVIEW, ALTHOUGH HE HAD PREVIOUSLY OWNED A PA-24-250. AT CULLMAN, THEY PRACTICED LNDGS & AIRWORK, THEN LNDD & REFUELED BEFORE FLYING TO THE OWNER'S PVT STRIP TO HANGAR THE ACFT. AFTER 2 APCHS AT THE PVT STRIP, THEY ELECTED TO LND. RPRTDLY, THE APCH WAS GOOD UNTIL THE CFI SUGGESTED THE OWNER 'CHOP' THE POWER TO LND. THE ACFT THEN SETTLED, TOUCHED DOWN HARD & BOUNCED. THE CFI TOLD THE OWNER TO GO AROUND. THE OWNER INITIATED A GO-AROUND WHILE THE CFI OPERD THE GEAR & FLAPS. THE OWNER RPRTD THE ACFT WAS TOO SLOW, WAS BHND THE PWR CURVE & WOULDN'T CLIMB ENOUGH TO CLR A KNOLL BYD THE END OF THE RWY.IT IMPACTED ON THE KNOLL & CAME TO REST. THE OWNER SUFFERED A FRACTURED VERTEBRA. THE CFI RPRTD THAT DRG THE LNDG, THE ACFT BOUNCED WHEN IT CONTACTED A SMALL MOUND IN THE TOUCHDOWN AREA OF THE PVT STRIP. ON THIS FLT, THE OWNER WAS PIC.
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: single-engine land
- Flight time: 1,005 hours in all; 564 in this make and model; 6 in the last 30 days; 900 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,770 hours
- Last inspection: annual inspection, August 22, 1989; 15 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: 3A1 Cullman AL at 9:25 pm
- Flight plan: none
- Runway 36, 1,400 ft by 110 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 8 statute miles
- Sky: scat at 3,500 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.