Piper PA-23-150 accident near Parker, Colorado, May 13, 1984
On May 13, 1984 at about 5:36 pm local time, a Piper PA-23-150, registered N1425P, was substantially damaged in an accident near Parker, Colorado. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 1984 · about 5:36 pm local time
- Place
- Parker, Colorado · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-150 · all PA-23-150s on the register
- Registration
- N1425P · no longer on the register · serial 23-481
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO THE PILOT THE ACFT HAD NOT BEEN FLOWN FOR TWO MONTHS AND HE INTENDED TO PRACTICE TOUCH AND GO LANDINGS. MAINTENANCE PERSONNEL WERE REQUESTED TO ADD 10 GALS OF FUEL TO THE RIGHT MAIN TANK JUST PRIOR TO DEPARTURE. THEY REPORTED THAT UPON ARRIVAL THE PILOT DID NOT DRAIN ANY FUEL FROM THE ACFT OR PERFORM ANY OTHER FORM OF PRE-FLIGHT INSPECTION. UPON RAISING THE LANDING GEAR AFTER TAKEOFF, THE PILOT NOTICED AN UNSAFE NOSE GEAR LIGHT. THE NOSE GEAR WAS PUMPED UP AND THE POWER REDUCED TO CLIMB WHEN THE ENGINE BEGAN TO SURGE. AT 1200 TO 1400 FT AGL THE PILOT TURNED CROSSWIND BUT WAS UNABLE TO MAINTAIN ALTITUDE. THE PILOT REPORTED THAT THE LEFT ENGINE WAS DEVELOPING ABOUT 1,000 RPM AT THIS TIME. DESCENDING BELOW 500 FT AGL THE PILOT FLEW TOWARD A FIELD, EXTENDED THE LANDING GEAR AND LANDED WITH THE GEAR IN TRANSIT. THE PILOT STATED THAT HE DID NOT HAVE TIME TO FEATHER THE LEFT PROPELLER. ENGINE DISASSEMBLY REVEALED NO SIGNIFICANT DISCREPANCIES. DENSITY ALTITUDE WAS 7,974 FT MSL.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,073 hours in all; 99 in this make and model; 12 in the last 90 days; 2,696 as pilot in command; 1,561 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,574 hours
- Last inspection: annual inspection, May 3, 1983; 38 hours since
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-3 (piston); 0 hours total
The flight
- Departed from: APA Englewood CO at 5:30 pm
- Flight plan: none
- Runway 0, 8,500 ft by 101 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 8 knots
- Visibility: 50 statute miles
- Sky: scat at 8,000 ft
- Temperature: 70°F (21°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 5:45 pm from APA, 10 miles away
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.