Piper PA-24-260 accident near Anthony, Kansas, December 12, 2023
On December 12, 2023 at about 1:30 am local time, a 1965 Piper PA-24-260, registered N8729P, was substantially damaged in an accident during landing (flare/touchdown) near Anthony, Kansas (Anthony Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A failure of the airplane’s alternator, which resulted in a loss of electrical power, and the pilot’s failure to use the emergency gear extension procedure during the initial landing approach, which led to a gear-up landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 12, 2023 · about 1:30 am local time
- Place
- Anthony, Kansas · Anthony Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260, built 1965 · all PA-24-260s on the register
- Registration
- N8729P · registry record · serial 24-4179
- 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, during the night flight, the airplane’s interior lighting dimmed and he used a flashlight to view the instrument panel. He selected the landing gear down and mistook the reflection from the flashlight as a gear down indication. When he was about to touch down, the propeller tips contacted the runway and the pilot applied power to go around. During the go-around, the pilot used the emergency gear extension procedure to lower the landing gear; however, the airplane was not able to maintain altitude and he executed a forced landing to a field. During the forced landing, the airplane struck power lines, impacted the field, and slid into large round hay bales that were in the field. The airplane sustained substantial damage to the fuselage and wings. Postaccident examination of the airplane determined that the alternator was not supplying any charge to the battery. The pilot noted that during the initial approach, he should have used the manual gear extension procedure to ensure that the landing gear was in the down position. The reduced performance of the engine/propeller combination after the propeller blades made runway contact likely led to the airplane’s inability to maintain altitude during the go-around.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during approach
- Abnormal runway contact during landing (flare/touchdown) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Incorrect use/operation
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Personnel issues › Action/decision › Action › Lack of action › Pilot
- Aircraft › Aircraft systems › Electrical power system › Alternator › generator drive sys › Failure
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 11,900 hours in all; 46 in this make and model; 4 in the last 90 days; 0.5 in the last 30 days; 11,850 as pilot in command
- Last flight review: August 23, 2023
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,032 hours
- Last inspection: annual inspection, November 1, 2023; 2 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-E4A5 (piston); 0 hours total
The flight
- Departed from: AKO Akron CO
- Flight plan: none
- Runway 18, 5,002 ft by 75 ft
Weather at the time
- Light: night
- Wind: from 180° at 5 knots
- Sky: clear
- Temperature: 45°F (7°C), dew point 27°F (-3°C)
- Altimeter: 30.19 inHg
- Observation at 6:15 pm from KEGT, 34 miles away
Weather report (METAR): METAR KEGT 120015Z AUTO 18005KT 10SM CLR 07/M03 A3019 RMK AO2 T00701027=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane at accident site viewed from left rear
Photograph 2 – Airplane at accident site viewed from left front
Photograph 3 – Airplane at accident site viewed from right rear
Photograph 4 – Airplane at accident site viewed from left rearThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on October 22, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Additional Pilot Statement | PDF, 1 page | View Download |
| 3 | FAA Inspector Statement | PDF, 1 page | View Download |
| 4 | Accident Photos | PDF, 5 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.