Piper PA-23-160 accident near New Bern, North Carolina, November 26, 1989
On November 26, 1989 at about 9:40 pm local time, a Piper PA-23-160, registered N4359P, was substantially damaged in an accident near New Bern, North Carolina (Craven County Regional airport). It was an instructional 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 FAILURE OF THE INSTRUCTOR PILOT TO ENSURE THAT THE ENGINE FUEL SELECTOR VALVES WERE PROPERLY POSITIONED PRIOR TO TAKEOFF, WHICH LED TO FUEL STARVATION AND A LOSS OF ENGINE POWER DURING TAKEOFF.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 1989 · about 9:40 pm local time
- Place
- New Bern, North Carolina · Craven County Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4359P · no longer on the register · serial 23-1859
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE EXPERIENCED A LOSS OF POWER IN BOTH ENGINES SHORTLY AFTER TAKEOFF. A FORCED LANDING WAS SUBSEQUENTLY MADE IN A FIELD; THE AIRPLANE COLLIDED WITH A DITCH DURING ROLLOUT. THE INSTRUCTOR PILOT REPORTED THAT BOTH ENGINES HAD MADE A 'POPPING NOISE' WHEN THEY LOST POWER. POST-CRASH EXAMINATION OF THE AIRPLANE REVEALED NO EVIDENCE OF ANY PRE-EXISTING MECHANICAL PROBLEMS. DURING A SUBSEQUENT ENGINE TEST-RUN ATTEMPT, BOTH ENGINES STARTED NORMALLY AND DEVELOPED POWER. THE RIGHT-ENGINE RUN WAS LIMITED TO 55% POWER DUE TO AIRPLANE DAMAGE. THE LEFT-ENGINE WAS RUN UP TO FULL POWER WITH NO PROBLEMS. DURING THE LEFT-ENGINE RUN-UP, FUEL TO THE ENGINE WAS SHUT OFF; AFTER ABOUT 30 SECONDS, THE ENGINE BEGAN TO MAKE A POPPING NOISE AND LOST POWER.
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 multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 495 hours in all; 54 in this make and model; 213 in the last 90 days; 84 in the last 30 days; 375 as pilot in command; 213 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,137 hours
- Last inspection: 100-hour inspection, June 4, 1989; 55 hours since
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Flight plan: none
- Runway 22, 4,804 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 12,000 ft; scat at 8,000 ft
- Temperature: 68°F (20°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 9:47 pm from EWN, 1 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.