Piper PA-28-140 accident near Paintsville, Kentucky, May 13, 1993
On May 13, 1993 at about 11:25 pm local time, a Piper PA-28-140, registered N6001U, was destroyed in an accident near Paintsville, Kentucky (Paintsville-Combs Field). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOT TO MAINTAIN ADEQUATE ALTITUDE OR CLEARANCE FROM THE TERRAIN. FACTORS RELATED TO THE ACCIDENT WERE THE UNFAVORABLE WIND CONDITION AND THE PROXIMITY OF THE HILL TO THE RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 1993 · about 11:25 pm local time
- Place
- Paintsville, Kentucky · Paintsville-Combs Field · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N6001U · no longer on the register · serial 28-26737
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT HE ATTEMPTED TO TAKEOFF ON RUNWAY 13, BUT MIDFIELD HE ABORTED THAT TAKEOFF. HE STATED THAT HE NOTICED THE WIND FAVORED RUNWAY 31, SO HE SWITCHED RUNWAYS. HE REPORTED THAT THE TAKEOFF WAS NORMAL, HIS RATE OF CLIMB 300 FEET PER MINUTE AND AIRSPEED ABOUT 80 MPH. HE STATED THAT DURING THE CLIMB HE WAS ABOUT TO MAKE A RIGHT TURN INTO THE VALLEY WHEN HE FELT A DOWNDRAFT TO THE RT SIDE OF THE AIRPLANE. ACCORDING TO THE FAA THE AIRPORT IS SITUATED IN A MOUNTAIN VALLEY WITH HILLS ON BOTH SIDES AND A 400 FOOT HILL LOCATED ABOUT 1500 FEET BEYOND THE DEPARTURE END OF RUNWAY 31. THE LOCAL PILOTS WHEN DEPARTING USUALLY TURN 60 DEGREES LEFT OR RIGHT TO AVOID THE HILL. A WITNESS REPORTED SEEING THE AIRPLANE APPROACHING THE HILL, AND MAKING A STEEP RIGHT TURN BEFORE IT DESCENDED INTO THE TREES. THE PILOT REPORTED THAT THERE WAS NO MECHANICAL MALFUNCTION.
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
- Flight time: 160 hours in all; 92 in this make and model; 21 in the last 90 days; 9 in the last 30 days; 98 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,572 hours
- Last inspection: annual inspection, January 2, 1993; 21 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 3I6 at 11:15 pm
- Destination: 3I6
- Flight plan: none
- Runway 31, 3,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 15 statute miles
- Sky: scat at 5,000 ft
- Temperature: 61°F (16°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 11:51 pm from HTS, 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.