Piper PA-24-260 accident near Springfield, Tennessee, July 16, 1991
On July 16, 1991 at about 1:05 pm local time, a Piper PA-24-260, registered N8739P, was substantially damaged in an accident near Springfield, Tennessee (Springfield Municipal). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PA-24 PILOT'S FAILURE TO MAINTAIN PROPER AIRSPEED WHILE EXECUTING A GO-AROUND, RESULTING IN THE STALLING OF THE AIRPLANE. A FACTOR IN THE ACCIDENT WAS THE PA-24 PILOT'S FAILURE TO VISUALLY DETECT THE J-3 IN A TIMELY MANNER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 1991 · about 1:05 pm local time
- Place
- Springfield, Tennessee · Springfield Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N8739P · registry record · serial 24-4190
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT OF THE PA-24 REPORTED THAT HE ENTERED THE TRAFFIC PATTERN AND SET UP FOR LANDING TO RUNWAY 3. HE DID NOT SEE OR HEAR ANY OTHER TRAFFIC IN THE PATTERN. JUST PRIOR TO TOUCHDOWN, HE SAW A PIPER J-3 ON THE RUNWAY, OPPOSITE DIRECTION. HE EXECUTED A RIGHT, CLIMBING GO-AROUND. HE THEN OBSERVED A TOWER IN HIS FLIGHT PATH AND MADE AN IMMEDIATE TURN TO THE LEFT. THE AIRPLANE STALLED AND IMPACTED THE GROUND NEAR MID FIELD. ALTHOUGH THE PILOT OF THE PA-24 CLAIMED THAT THE J-3 WAS BACK-TAXIING FOR TAKEOFF, THE INVESTIGATION REVEALED THAT THE J-3 WAS ACTUALLY ON LANDING ROLLOUT (RWY 22) WHEN FIRST OBSERVED BY THE PA-24 PILOT. THE J-3 PILOT DID NOT SEE THE PA-24 UNTIL AFTER THE GO-AROUND WAS PERFORMED. THE J-3, A HIGH-WING AIRPLANE, WAS NOT RADIO EQUIPPED.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,500 hours in all; 4,700 in this make and model; 21 in the last 90 days; 8 in the last 30 days; 6,500 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming I0-540-D4A5 (piston); 0 hours total
- Operator: Logan Lesh Communications, INC
The flight
- Departed from: M53 Humboldt TN at 12:15 pm
- Flight plan: none
- Runway 3, 3,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 045° at 8 knots
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N8739P the same tail number, which may have belonged to a different aircraft at the time
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.