Piper PA-23-250 accident near Alliance, Nebraska, April 4, 1994
On April 4, 1994 at about 7:13 pm local time, a Piper PA-23-250, registered N5399Y, was destroyed in an accident near Alliance, Nebraska (Alliance airport). It was a business flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S SPATIAL DISORIENTATION AND INADVERTANT ENTRY INTO A SPIRAL DIVE. FACTORS WERE THE PILOT'S LACK OF TOTAL INSTRUMENT EXPERIENCE AND THE WEATHER CONDITIONS OF BLOWING SNOW AND TURBULENCE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 1994 · about 7:13 pm local time
- Place
- Alliance, Nebraska · Alliance · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N5399Y · no longer on the register · serial 27-2474
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUMENT RATED PRIVATE PILOT WAS ON THE RETURN LEG OF HIS FIRST ACTUAL IFR FLIGHT, 3 DAYS AFTER COMPLETING HIS INSTRUMENT-AIRPLANE CHECKRIDE. HE HAD ACCUMULATED 2 HOURS OF ACTUAL IFR FLIGHT TIME PRIOR TO THIS FLIGHT. THE EXAMINER, WHO HAD FAILED HIM ON HIS INITIAL CHECKFLIGHT 2 WEEKS PRIOR TO THE SUCCESSFUL CHECK, STATED THAT THE APPLICANT TENDED TO GET OVERLOADED BY COMMUNICATIONS IN ADDITION TO NAVIGATION AND AIRCRAFT CONTROL. WEATHER AT THE DESTINATION WAS BETWEEN 500-1 AND 400-1/2 IN BLOWING SNOW, WITH WINDS GUSTING TO 30 KNOTS. APPROACH MINIMUMS WERE 500-1. COMMUNICATIONS WITH ARTCC WERE DIFFICULT THROUGHOUT THE FLIGHT. THE RADAR TRACK WAS CIRCUITOUS, DID NOT FOLLOW THE PUBLISHED APPROACH OR MISSED APPROACH, AND DEPICTED A DESCENDING SPIRAL FOR THE FINAL 3 MINUTES OF THE FLIGHT. DURING THESE TURNS, THE PILOT STATED HE WAS PROCEEDING TO HIS ALTERNATE. THE FLAP ACTUATOR WAS FOUND IN THE FULLY EXTENDED POSITION. NO DISCREPANCIES WERE NOTED IN THE FLIGHT INSTRUMENTS, PITOT-STATIC SYSTEM, OR ENGINES.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 191 hours in all; 97 in this make and model; 26 in the last 90 days; 15 in the last 30 days; 127 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,835 hours
- Last inspection: annual inspection, February 22, 1994; 26 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming O-540-A1D5 (piston); 0 hours total
The flight
- Departed from: MHE Mitchell SD at 5:48 pm
- Flight plan: IFR
- Runway 30, 9,203 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 20 knots, gusting 30
- Visibility: 0.5 statute miles
- Sky: not recorded
- Temperature: 30°F (-1°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from AIA, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.