Piper PA-23-150 accident near Wytheville, Virginia, October 29, 1989
On October 29, 1989 at about 7:40 am local time, a Piper PA-23-150, registered N2224P, was substantially damaged in an accident near Wytheville, Virginia. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF PROPELLER CONTROL WHICH RESULTED IN ENGINE SHUTDOWN AND SUBSEQUENT FORCED LANDING ON UNSUITABLE TERRAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1989 · about 7:40 am local time
- Place
- Wytheville, Virginia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-150 · all PA-23-150s on the register
- Registration
- N2224P · no longer on the register · serial 23833
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE IN CRUISE FLT AT 6,500 FT, AT A POWER SETTING OF 2500 RPM WITH 21 INCHES MP, THE PLT STATED HE WAS UNABLE TO SYNCHRONIZE THE LEFT PROP. HE STATED THE PROP THEN DECREASED TO 1500 RPM, SURGED TO 3000, THEN DROPPED BACK TO 1500. HE ATTEMPTED TO FEATHER THE PROP BUT WAS UNABLE TO DO SO. UNABLE TO MAINTAIN ALT WITH POWER FROM THE RIGHT ENG, THE PLT MADE A FORCED LANDING ON AN INTERSTATE. DURING THE LANDING ROLL, THE LEFT WING CONTACTED AN EMBANKMENT AND THE ACFT VEERED OFF THE SIDE OF THE INTERSTATE. A FIRE STARTED IN THE RIGHT ENGINE AND THE RIGHT WING WAS DESTROYED. POST ACCIDENT INSPECTION OF THE LEFT PROPELLER FAILED TO REVEAL ANY REASON WHY THE FLUCTUATION IN RPM HAD OCCURRED. NOR DID IT REVEAL WHY THE PROP WOULD NOT FEATHER. WATER WAS FOUND THROUGHOUT THE LEFT ENGINE FUEL SYSTEM. THE PROPS HAD BEEN OVERHAULED PRIOR TO THIS FLT. THE LEFT PROP GOVERNOR WAS BENCH TESTED AND ALTHOUGH CAPABLE OF OPERATION WAS FOUND TO BE OPERATING SLIGHTLY OUT IT'S SPECIFIED OPERATING RANGE.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,975 hours in all; 15 in this make and model; 290 in the last 90 days; 100 in the last 30 days; 2,742 as pilot in command; 1,341 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,589 hours
- Last inspection: annual inspection, October 28, 1989; 5 hours since
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: 19J Homerville GA at 5:30 am
- Destination: CHO Charlottesville VA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 070° at 4 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 am from BLF, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.