Piper PA-23-160 accident near Richmond, Indiana, September 22, 1984
On September 22, 1984 at about 5:15 pm local time, a Piper PA-23-160, registered N4433P, was destroyed in an accident near Richmond, Indiana. It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. 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
- September 22, 1984 · about 5:15 pm local time
- Place
- Richmond, Indiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4433P · registry record · serial 23-2949
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT COLLIDED WITH POWER LINES AND CROPS AFTER A LOSS OF POWER WHILE ON A TRAINING FLT. THE CFI AND STUDENT PLT WERE PRACTICING IN CRUISE, SINGLE ENG SIMULATION BY LEANING THE RT ENG AND SETTING A 'ZERO' THRUST CONDITION. THE STUDENT WAS THEN TO SET THE ACFT UP FOR A SINGLE ENG APPROACH TO THE RICHMOND, IN, AIRPORT. WHEN THE STUDENT PLT HAD TROUBLE MAINTAINING AIRSPEED AND ALTITUDE THE CFI TOOK CONTROL OF THE THROTTLE QUADRANT BY MOVING ALL LEVERS FORWARD. SHE CALLED FOR, 'EVERYTHING UP OVER THERE,' MEANING THAT THE STUDENT INSURE ALL SWITCHES ON THE LEFT SIDE WERE IN THE 'UP' POSITION. WHEN POWER COULD NOT BE RESTORED THE CFI LOWERED THE LANDING GEAR AND FLAPS, FLEW THROUGH THE POWER LINES AND LANDED IN A CORN FIELD. BOTH PLTS STATED THAT THEY HAD PARTIAL POWER IN THE RT ENG AND COMPLETE FAILURE IN THE LT ENG. EXAMINATION OF THE WRECKAGE REVEALED A SMALL AMT OF WATER IN BOTH CARB BOWLS AND A LEFT MAG ON THE RT ENG THAT WAS NOT AUTHORIZED FOR USE ON THIS ACFT & DID NOT PRODUCE SPARK DURING TEST.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 6,349 hours in all; 74 in this make and model; 138 in the last 90 days; 600 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,750 hours
- Last inspection: annual inspection; 41 hours since
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-320-B38 (piston); 0 hours total
The flight
- Departed from: HAO Hamilton OH at 4:35 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 225° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.