Piper PA-28R-200 accident near Millard, Nebraska, August 6, 1993
On August 6, 1993 at about 8:15 pm local time, a Piper PA-28R-200, registered N233LC, was substantially damaged in an accident near Millard, Nebraska (Millard airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER MAINTENANCE/INSPECTION OF THE AIRCRAFT BY (OTHER) MAINTENANCE PERSONNEL, AND SUBSEQUENT BLOCKAGE OF THE INDUCTION AIR SYSTEM BY AN OBJECT (ALTERNATE AIR DOOR) THAT WAS NOT REMOVED DURING PREVIOUS MAINTENANCE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 6, 1993 · about 8:15 pm local time
- Place
- Millard, Nebraska · Millard · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N233LC · registry record · serial 28R7535309
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT AFTER TAKEOFF, A GRADUAL LOSS OF POWER OCCURRED DURING THE INITIAL CLIMB-OUT. DURING A FORCED LANDING ABOUT 3/4 MILE NORTHWEST OF THE AIRPORT, THE AIRPLANE COLLIDED WITH A SOCCER FIELD GOAL POST, THEN CRASHED TO THE GROUND. DURING A POST-ACCIDENT TEST RUN, THE ENGINE OPERATED TO THE MANUFACTURER'S SPECIFICATIONS. NO ANOMALIES WERE FOUND IN THE EXHAUST OR FUEL DISTRIBUTION SYSTEMS. FURTHER EXAM REVEALED THAT AN OBJECT (ALTERNATE AIR DOOR, PN: 23809-07) HAD LODGED INSIDE THE ENGINE INDUCTION SYSTEM, ADJACENT TO THE ALTERNATE AIR ADAPTER ASSEMBLY. IT WAS FOR AN EARLIER MODEL PA-28R AIRCRAFT & SHOULD NOT HAVE BEEN INSTALLED ON THIS AIRCRAFT. THE AIR BOX COVER ON THIS AIRCRAFT HAD BEEN REPLACED IN 1986 WITH A PN:67745-00 DOOR, WHICH WAS THE CORRECT PART NUMBER. THERE WAS EVIDENCE THAT THE INCORRECT DOOR HAD BEEN PREVIOUSLY INSTALLED, BUT IT HAD BROKEN OFF & WAS INGESTED DOWNSTREAM IN THE INDUCTION SYSTEM. EVIDENTLY, THE MECHANIC, WHO REPLACE THE AIR BOX COVER, HAD OVERLOOKED OR COULD NOT SEE THE BROKEN DOOR.
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; instrument: airplane
- Flight time: 680 hours in all; 11 in this make and model; 19 in the last 90 days; 593 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: MLE at 8:15 pm
- Destination: MKT Mankato NE
- Flight plan: VFR
- Runway 30, 3,800 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 4 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 25,000 ft; scat at 5,000 ft
- Temperature: 73°F (23°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 7:55 pm from OFF, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.