Piper PA-23-160 accident near Blooming Grove, Pennsylvania, November 23, 1994
On November 23, 1994 at about 9:30 pm local time, a Piper PA-23-160, registered N4430P, was substantially damaged in an accident near Blooming Grove, Pennsylvania. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The malfunction of the carburetor heat control which resulted in loss of engine power. The carburetor icing weather condition was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 1994 · about 9:30 pm local time
- Place
- Blooming Grove, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4430P · no longer on the register · serial 23-1946
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT THE AIRPLANE WAS IN CRUISE FLIGHT IN THE CLOUDS AT 9000 FEET MSL WHEN THE AIRCRAFT ENCOUNTERED A SNOW SQUALL. HE STATED THAT HE APPLIED CARBURETOR HEAT TO BOTH ENGINES, BUT THE CARBURETOR HEAT CONTROL FOR THE LEFT ENGINE ONLY COULD BE MOVED 1/3 OF ITS FULL TRAVEL. SHORTLY THEREAFTER, THE LEFT ENGINE LOST POWER. THE PILOT STATED THAT HE WAS UNABLE TO MAINTAIN ALTITUDE AND REQUESTED VECTORS TO THE NEAREST AIRPORT. AS THE AIRPLANE DESCENDED THE RIGHT ENGINE ALSO LOST POWER. THE PILOT STATED THAT HE MADE A GEAR UP FORCED LANDING IN A SWAMPY FIELD. THE AIRPLANE WAS EXAMINED AT THE ACCIDENT BY AN FAA AVIATION SAFETY INSPECTOR WHO REPORTED THAT THERE WAS WATER IN THE CYLINDERS OF BOTH ENGINES. THE PILOT REPORTED THAT HE RECEIVED TWO WEATHER BRIEFINGS, AND THE ACCIDENT COULD HAVE BEEN PREVENTED IF HIS ROUTE WAS FURTHER EASTWARD TO AVOID THE COLD FRONT WITH LAKE SNOW EFFECT.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,004 hours in all; 83 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,252 hours
- Last inspection: annual inspection, January 15, 1994; 60 hours since
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-320-B3B (piston); 0 hours total
The flight
- Departed from: LOU Louisville KY at 6:06 pm
- Destination: POU Poughkeepsie NY
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 13 knots
- Visibility: 0.5 statute miles
- Sky: broken clouds at 2,000 ft
- Temperature: 27°F (-3°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 9:53 pm from AVP, 23 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.