Piper PA-23 accident near Ladysmith, Wisconsin, July 28, 1982
On July 28, 1982 at about 9:15 pm local time, a Piper PA-23, registered N3092P, was substantially damaged in an accident near Ladysmith, Wisconsin (Rusk CO. Airport). It was a ferry 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 1982 · about 9:15 pm local time
- Place
- Ladysmith, Wisconsin · Rusk CO. Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23 · all PA-23s on the register
- Registration
- N3092P · no longer on the register · serial 231010
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A FERRY PERMIT WAS ISSUED TO FLY THE AIRCRAFT TO THE RUSK COUNTY AIRPORT FOR AN ANNUAL INSPECTION. THE PREVIOUS ANNUAL INSPECTION HAD BEEN ON 8/20/80. DURING THE ARRIVAL AT THE DESTINATION, THE APPROACH WAS HIGH, SO THE PILOT ELECTED TO GO AROUND. AT ABOUT 100 FT AGL, THE LEFT ENGINE LOST POWER. WITH THE LEFT ENGINE INOPERATIVE, THE GEAR CANNOT BE RETRACTED WITH THE NORMAL SYSTEM. A DESCENT AND LANDING WAS MADE IN A ROUGH FIELD. AFTER ROLLING ABOUT 300 FT, THE LEFT GEAR FAILED. AFTER THE ACCIDENT, THE LEFT FUEL TANK WAS EMPTY AND THE FUEL BLADDER WAS RUMPLED. THE BLADDER WAS NOT CONNECTED TO THE INSIDE OF THE WING BY THE ATTACHMENT CLIPS. THE FUEL VENTS WERE CHECKED AND FOUND TO BE CLEAR. THE PILOT STATED THAT BEFORE TAKEOFF, THE FUEL TANKS WERE CHECKED AND APPEARED TO BE HALF FULL, WHICH CORRESPONDED TO THE GAUGES. THE PASSENGER STATED THAT ON DOWNWIND, THE LEFT TANK INDICATIN WAS OVER 1/4 FULL. PRIOR TO THIS FLIGHT , THE PLANE HAD NOT BEEN FLOWN FOR OVER A YEAR.
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
- Flight time: 24,580 hours in all; 4,630 in this make and model; 24,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,999 hours
- Last inspection: inspection type not recorded; 6 hours since
- Maximum gross weight: 3,500 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-320-A1A (piston); 0 hours total
The flight
- Departed from: Y23 Chetek WI at 3:50 pm
- Destination: MFR Medford OR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 3 knots
- Visibility: 15 statute miles
- Sky: not recorded; clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.