Piper PA-23-250 incident near Valentine, Nebraska, May 7, 1992
On May 7, 1992 at about 4:30 pm local time, a Piper PA-23-250, registered N143AC, suffered minor damage in an incident near Valentine, Nebraska (Miller Field). It was an instructional 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 FAILURE OF THE PILOT IN COMMAND TO EXTEND THE LANDING GEAR AND THE INATTENTIVE FAA INSPECTOR (CHECK AIRMAN). ASSOCIATED FACTORS ARE THE INOPERATIVE LANDING GEAR WARNING SYSTEM, THE INADEQUATE PREFLIGHT INSPECTION BY THE PILOT AND FAA INSPECTOR, AND THE PILOT'S FAILURE TO USE A CHECKLIST.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 7, 1992 · about 4:30 pm local time
- Place
- Valentine, Nebraska · Miller Field · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N143AC · registry record · serial 23-7304989
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE LANDED GEAR UP DURING A COMMERCIAL AIR TAXI FLIGHT CHECK CONDUCTED BY AN FAA INSPECTOR. THE GEAR UP LANDING FOLLOWED A DISCUSSION IN THE TRAFFIC PATTERN OF THE EMERGENCY LANDING GEAR EXTENSION PROCEDURES. THE COMMERCIAL PILOT FLYING THE AIRPLANE REPORTED THAT HE PLACED THE GEAR LEVER IN THE DOWN POSITION, BUT FAILED TO CHECK FOR THE THREE GREEN LANDING GEAR DOWN LIGHTS WHICH INDICATE THE GEAR LOCKED DOWN. THE FAA INSPECTOR ALSO DOES NOT RECALL LOOKING AT THE LANDING GEAR INDICATION LIGHTS PRIOR TO LANDING. NEITHER PILOT REMEMBERS HEARING A GEAR WARNING HORN OR SEEING THE FLASHING GEAR NOT EXTENDED LIGHT IN THE LANDING GEAR SELECTOR HANDLE. POST ACCIDENT INSPECTION DISCLOSED THE GEAR LIGHT WAS OPERATING INTERMITTENTLY, AND THE GEAR WARNING HORN WOULD SOUND ONLY IF THE LEFT ENGINE THROTTLE WAS RETARDED TO THE STOP WITH CONSIDERABLE BACK PRESSURE. THE THREE GREEN GEAR LOCKED LIGHTS WORKED SATISFACTORILY.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 20,000 hours in all; 700 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,400 hours
- Last inspection: 100-hour inspection, October 15, 1991; 74 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-C4B5 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 2, 2,800 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.