Piper PA-44-180T accident near Brandenburg, Kentucky, September 11, 1992
On September 11, 1992 at about 10:25 pm local time, a Piper PA-44-180T, registered N83628, was substantially damaged in an accident near Brandenburg, Kentucky. It was a business 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 PILOT'S IN-FLIGHT PLANNING/DECISION WHICH RESULTED IN FUEL EXHAUSTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 1992 · about 10:25 pm local time
- Place
- Brandenburg, Kentucky · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180T · all PA-44-180Ts on the register
- Registration
- N83628 · registry record · serial 44-8107048
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS DESCENDING THROUGH 4000 FEET EN ROUTE TO HIS DESTINATION WHICH WAS 75 MILES AWAY WHEN THE LEFT ENGINE LOST POWER. THE PILOT STATED THAT HE FOLLOWED THE EMERGENCY CHECK LIST AND POWER WAS RESTORED; HOWEVER, SHORTLY THEREAFTER BOTH ENGINES LOST POWER. THE PILOT RADIOED HIS DESTINATION APPROACH CONTROL THAT HE HAD A SICK PASSENGER ON BOARD, AND ASKED FOR THE CLOSEST AIRPORT. HE WAS PROVIDED VECTORS TO AN AIRPORT 10 MILES AWAY, BUT DECIDED TO MAKE A FORCED LANDING IN A FIELD AS HE STATED THAT HE WAS LOW ON FUEL. ACCORDING TO THE FAA, A VISUAL INSPECTION OF BOTH NACELLE FUEL TANKS DISCLOSED NO EVIDENCE OF FUEL, AND NO NOTICEABLE FUEL VAPORS WERE PRESENT. THE EXAMINATION ALSO REVEALED THAT THE TANKS WERE NOT RUPTURED OR DAMAGED. THE PILOT REPORTED THAT THERE WAS NO MECHANICAL MALFUNCTION, NOR COULD THE BASIS FOR THE REPORT OF THE SICK PASSENGER BE ESTABLISHED.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,868 hours in all; 406 in this make and model; 191 in the last 90 days; 46 in the last 30 days; 1,810 as pilot in command; 1,416 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,273 hours
- Last inspection: 100-hour inspection, August 26, 1992; 35 hours since
- Maximum gross weight: 3,925 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TO-360-E1A6D (piston); 0 hours total
- Operator: P.C. Flyers, INC.
The flight
- Departed from: MKC Kansas City KS at 8:50 pm
- Destination: SDF Louisville KY
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 020° at 9 knots
- Visibility: 15 statute miles
- Sky: scat at 5,000 ft
- Temperature: 70°F (21°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from SDF, 1 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.