Piper PA-38-112 accident near Danville, Indiana, September 16, 1995
On September 16, 1995 at about 8:05 pm local time, a Piper PA-38-112, registered N118AT, was destroyed in an accident near Danville, Indiana. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the pilot-in-command's inadequate recovery while maneuvering.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 1995 · about 8:05 pm local time
- Place
- Danville, Indiana · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N118AT · registry record · serial 38-79A0136
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses reported observing the airplane flying at an estimated altitude of 500 feet. Two witnesses reported hearing the engine sound increase. One witness reported hearing the engine 'restart.' The airplane descended in a 'loose spiral.' The nose came up and it turned to the right then 'sharply to the left...into a steep tight spiral.' It impacted the terrain going 'straight down.' Examination of the wreckage revealed symmetric crushing of the leading edges corresponding to an impact angle of approximately 30 degrees nose down. Evaluation of radar data revealed the airplane slowed to an airspeed of 50 knots at an altitude of 2,500 feet mean sea level (MSL). The angle of attack increased to 8.59 degrees and the airplane began a rapid descent. The airplane was at 1,500 feet MSL with a vertical velocity of approximately -9,000 feet per minute when the last radar return was received. No evidence of preimpact mechanical malfunction was found.
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: 390 hours in all; 182 in this make and model; 331 as pilot in command; 76 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,220 hours
- Last inspection: annual inspection, September 6, 1995; 35 hours since
- Maximum gross weight: 1,680 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 0 hours total
The flight
- Departed from: IND Indianapolis IN at 7:50 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 12 knots
- Visibility: 7 statute miles
- Sky: overcast at 12,000 ft; clear
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Observation at 8:00 pm from HUF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Other NTSB records under N118AT the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI95FA326.