Piper PA-32R-300 accident near Cedar Rapids, Iowa, February 2, 1992
On February 2, 1992 at about 7:17 pm local time, a Piper PA-32R-300, registered N427KP, was substantially damaged in an accident near Cedar Rapids, Iowa (Cedar Rapids Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A RESULT OF THE PILOT-IN-COMMAND NOT UNDERSTANDING THE AIRPLANES EMERGENCY PROCEDURES AND NOT PERFORMING THE APPROPRIATE EMERGENCY PROCEDURES. A FACTOR ASSOCIATED WITH THE ACCIDENT WAS AN ELECTRICAL SYSTEM FAILURE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 1992 · about 7:17 pm local time
- Place
- Cedar Rapids, Iowa · Cedar Rapids Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N427KP · registry record · serial 32R-7780037
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING AN IFR FLIGHT THE PILOT NOTICED A GRADUAL LOSS OF ELECTRICAL POWER DUE TO A FAULTY VOLTAGE REGULATOR. THE PILOT REQUESTED A CHANGE IN ROUTING FROM ARTCC WITH THE INTENTION OF LANDING. ACCORDING TO THE PILOT, HE CIRCLED OVER THE AIRPORT UNTIL RECEIVING A GREEN LIGHT FROM THE ATC TOWER. WHILE ON FINAL APPROACH FOR LANDING THE PILOT RECEIVED A RED LIGHT FROM THE TOWER. THE PILOT INITIATED A GO-AROUND MANEUVER AND BEGAN HIS SECOND APPROACH SHORTLY THEREAFTER. THE AIRPLANE MADE A GEAR-UP LANDING DURING THE SECOND LANDING APPROACH. WHEN ASKED IF HE UTILIZED THE EMERGENCY GEAR EXTENSION SYSTEM THE PILOT STATED HE DID NOT BECAUSE HE THOUGHT HE FELT THE LANDING GEAR DRAG.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,600 hours in all; 626 in this make and model; 32 in the last 90 days; 14 in the last 30 days; 1,530 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, January 2, 1900
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-KIG5D (piston); 0 hours total
- Operator: Pribyls Wings, INC
The flight
- Departed from: CTK Canton IL at 6:10 pm
- Destination: Y33 Maple Lake MN
- Flight plan: IFR
- Runway 13, 5,450 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 6 knots
- Visibility: 10 statute miles
- Temperature: 45°F (7°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 6:52 pm from CID, 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.
Other NTSB records under N427KP the same tail number, which may have belonged to a different aircraft at the time
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.