Cessna 421C Riley Turbine E accident near Overland Park, Kansas, January 21, 2005
On January 21, 2005 at about 3:43 pm local time, a Cessna 421C Riley Turbine E, registered N844JK, was destroyed in an accident near Overland Park, Kansas. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate altitude/clearance during cruise flight, resulting in collision with trees. Contributing factors were the low altitude and low ceiling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 21, 2005 · about 3:43 pm local time
- Place
- Overland Park, Kansas · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 421C Riley Turbine E · all 421C Riley Turbine Es on the register
- Registration
- N844JK · no longer on the register · serial 421C0681
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane received substantial damage on impact with trees, terrain, and a residence about one mile from the departure airport during instrument meteorological conditions. The airport elevation was 1,096 feet mean sea level. The personal flight was operating on an instrument flight rules (IFR) flight plan with a filed equipment suffix designating that the airplane was equipped with a Global Positioning System. Airplane records indicate that the airplane was equipped with a GPS but was not approved for IFR navigation. The pilot was issued a departure clearance to 3,000 feet and heading of 130 degrees. Radar data indicates that the airplane leveled off at an altitude approximately 2,000 feet during a 32 second period while executing a right turn to the assigned heading. Witnesses reported that the airplane impacted terrain in a right wing nose low attitude. Wreckage distribution and ground scarring was indicative of a high-speed impact with terrain. No anomalies that would have precluded normal operation of the airplane were noted. The calculated airplane weight was approximately 597 lbs above the maximum gross weight of the airplane.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,064 hours in all; 54 in the last 90 days; 13 in the last 30 days; 0 on instruments
- Last flight review: April 1, 2004
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,957.3 hours
- Last inspection: continuous airworthiness programme, January 1, 2005; 0.8 hours since
- Maximum gross weight: 7,579 lb
- Seats: 8
- Landing gear: retractable
- Engine: Lycoming LTP-101-600A- (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: OJC Olathe KS at 3:37 pm
- Destination: ZPH Zephyrhills FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 110° at 11 knots
- Visibility: 1.8 statute miles
- Sky: overcast at 300 ft; clear
- Temperature: 30°F (-1°C), dew point 30°F (-1°C)
- Altimeter: 30.04 inHg
- Observation at 3:53 pm from OJC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.