Piper PA-24-250 accident near Boone, North Carolina, September 26, 1993
On September 26, 1993 at about 2:15 pm local time, a Piper PA-24-250, registered N5586P, was destroyed in an accident near Boone, North Carolina (Boone airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper preflight planning, his failure to retract the landing gear after departure, and his failure to maintain control of the aircraft. Factors in the accident were the high density altitude, and the mountainous terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1993 · about 2:15 pm local time
- Place
- Boone, North Carolina · Boone · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N5586P · no longer on the register · serial 24-650
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE DENSITY ALTITUDE AT THE BOONE AIRPORT AT THE TIME OF THE ACCIDENT WAS 5154 FEET MSL. THE AIRCRAFT GROSS WEIGHT AT THE TIME OF THE DEPARTURE WAS 3012.3 POUNDS. THE MAXIMUM GROSS WEIGHT LISTED IN THE PILOT'S HANDBOOK IS 2900 POUNDS. WITNESSES STATED THAT THE AIRCRAFT NEVER CLIMBED MORE THAN 200 FEET ABOVE GROUND LEVEL PRIOR TO THE ACCIDENT. THE WITNESSES STATED THAT AT A POINT ABOUT 1/2 MILE FROM THE DEPARTURE END OF THE RUNWAY THE AIRCRAFT WAS IN A NOSE HIGH ATTITUDE, THE WINGS WERE ROCKING FROM SIDE TO SIDE, AND THE LANDING GEAR WAS STILL IN THE EXTENDED POSITION. THE WITNESSES STATED THAT THE AIRCRAFT'S ALTITUDE WAS BELOW THE TOPS OF THE RIDGE LINE AHEAD, AND THAT JUST PRIOR TO THE RIDGE, THE AIRCRAFT NOSE PITCHED UP TO NEAR VERTICAL, THE AIRCRAFT BANKED SHARPLY TO THE RIGHT, THE NOSE DROPPED, AND IMPACTED THE TERRAIN IN A NEAR VERTICAL NOSE DOWN ATTITUDE. THE LANDING GEAR WAS FOUND TO BE IN THE DOWN AND LOCKED POSITION.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,500 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,648 hours
- Last inspection: annual inspection, May 27, 1993; 39 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1A5 (piston); 0 hours total
The flight
- Destination: DAY Dayton OH
- Flight plan: none
- Runway 33, 2,100 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 4 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from AVL, 50 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.
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.