Piper PA-32R-300 accident near Atkinson, Nebraska, October 16, 1993
On October 16, 1993 at about 3:25 am local time, a Piper PA-32R-300, registered N4147Q, was destroyed in an accident near Atkinson, Nebraska (Stuart-Atkinson Municipal airport). It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the instrument rated commercial pilot's failure to maintain adequate clearance from terrain/obstructions during the initial climb after takeoff. Related factors are the weather conditions (fog) and the pilot's failure to maintain the proper rate of climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 1993 · about 3:25 am local time
- Place
- Atkinson, Nebraska · Stuart-Atkinson Municipal · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N4147Q · no longer on the register · serial 32R-7780330
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUMENT RATED COMMERCIAL PILOT WAS RETAINED TO FLY THE AIRPLANE TO ATKINSON, NEBRASKA, WAIT WHILE THE PASSENGERS ATTENDED A HIGH SCHOOL FOOTBALL GAME, THEN TRANSPORT THE PASSENGERS TO LINCOLN, NEBRASKA. WITNESSES STATED THE WEATHER HAD BEEN CLEAR WITH GOOD VISIBILITY EARLY IN THE EVENING, BUT ABOUT THE TIME THE FOOTBALL GAME ENDED, THE FOG BEGAN TO MOVE IN. WITNESSES STATED THE AIRPLANE DEPARTED WITHOUT AN IFR CLEARANCE, AND ENCOUNTERED DENSE FOG AFTER LIFTOFF. ONE WITNESS REPORTED THE AIRPLANE DID NOT CLIMB AFTER IT TOOK OFF. THE AIRPLANE STRUCK A TRUCK, STOCK TRAILER AND HOG CONFINEMENT BARN LOCATED ABOUT 3/8 MILE WEST OF THE DEPARTURE END OF THE RUNWAY. POSTACCIDENT EXAMINATION REVEALED NO EVIDENCE OF PREIMPACT MECHANICAL MALFUNCTION. THE PILOT RECEIVED THREE WEATHER BRIEFINGS AND WAS ADVISED OF FLIGHT PRECAUTIONS FOR LOW CEILINGS AND VISIBILITIES.
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 single-engine; instrument: airplane
- Flight time: 615 hours in all; 99 in this make and model; 88 in the last 90 days; 65 in the last 30 days; 513 as pilot in command; 152 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,122 hours
- Last inspection: annual inspection, February 12, 1993; 200 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
- Fire on the ground
- Operator: First Nat'L Bank Of Valentine
The flight
- Destination: LNK Lincoln NE
- Flight plan: IFR
- Runway 29, 4,040 ft by 50 ft
Weather at the time
- Light: night, dark
- Visibility: 0.2 statute miles
- Sky: broken clouds at 700 ft
- Temperature: 43°F (6°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 am from ONL, 21 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 N4147Q 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.