Piper PA-34-200 accident near Wyatt, Missouri, June 9, 1992
On June 9, 1992 at about 9:30 pm local time, a Piper PA-34-200, registered N1050X, was substantially damaged in an accident near Wyatt, Missouri. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
AN IMPROPER DECISION DURING FLIGHT WHEN THE PILOT IN COMMAND OVERFLEW TWO SUITABLE LANDING AREAS AFTER A PARTIAL POWER LOSS IN ONE ENGINE. THE MECHANICAL DEFICIENCIES IN THE ENGINES WERE FACTORS IN THE ENGINE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1992 · about 9:30 pm local time
- Place
- Wyatt, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N1050X · no longer on the register · serial 34-7250051
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACCIDENT AIRPLANE COLLIDED WITH A DITCH DURING A FORCED LANDING. THE LANDING OCCURRED AFTER THE AIRPLANE SUSTAINED A PARTIAL LOSS OF POWER IN THE RIGHT ENGINE, FOLLOWED BY A TOTAL LOSS OF POWER IN THE LEFT ENGINE. THE UNREGISTERED AIRPLANE WAS BEING OPERATED AS A FERRY FLIGHT. THE PILOT STATED THAT THE RIGHT ENGINE BEGAN RUNNING ROUGH ABOUT 15 MINUTES INTO THE FLIGHT. ABOUT 15 MINUTES LATER THE LEFT ENGINE STOPPED. HE ATTEMPTED A RESTART AND WAS NOT SUCCESSFUL. HE REPORTED HE COULD NOT MAINTAIN ALTITUDE AND SELECTED A ROAD FOR LANDING. WHEN HE OBSERVED VEHICLES ON THE ROAD HE SELECTED AND ULTIMATELY LANDED IN A WHEAT FIELD. THE AIRPLANE STRUCK THE DITCH DURING THE LANDING ROLL. AFTER ACCIDENT INSPECTION OF THE AIRPLANE SHOWED A DEFECTIVE RIGHT MAGNETO ON THE RIGHT ENGINE. A DEFECTIVE DIAPHRAGM WAS DISCOVERED IN THE LEFT ENGINE THROTTLE BODY. A MAP REVIEW SHOWS THE PILOT OVERFLEW TWO SUITABLE AIRPORTS AFTER THE RIGHT ENGINE BEGAN RUNNING ROUGH.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,200 hours in all; 15 in this make and model; 50 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-C1E6 (piston); 0 hours total
- Operator: Earle Aircraft
The flight
- Departed from: DXE Dexter MO at 9:00 pm
- Destination: 80J Hastings FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.