Piper PA-23-250 accident near Huffman, Texas, September 3, 1983
On September 3, 1983 at about 3:34 am local time, a Piper PA-23-250, registered N5551Y, was destroyed in an accident near Huffman, Texas. It was a personal flight under general aviation rules (Part 91). 3 people were killed. 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
- September 3, 1983 · about 3:34 am local time
- Place
- Huffman, Texas · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N5551Y · no longer on the register · serial 27-2652
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT COLLIDED WITH THE GROUND IN A HIGH SPEED DIVE AND TOTALLY DISINTEGRATED. IMPACT CREATED A 7' CRATER AND MATERIAL BLEW OUT FOR 100 YARDS. THE ENGINES WERE RECOVERED AT THE 14 FT LEVEL IN THE CRATER. THE ACFT TOOK OFF AT 2215 FROM BAYTOWN TX. AT 2334 RADAR AND RADIO CONTACT WAS LOST. AT NO TIME DID THE PLT INDICATE THAT HE WAS HAVING ANY DIFFICULTIES. AS RADAR CONTACT WAS LOST THE RETURN WENT INTO COAST MODE FOR 8 SWEEPS OR 38 SECONDS. ONE THING THAT CAN TRIGGER THE COAST MODE IS A RAPID RATE OF DESCENT IN EXCESS OF 500 FT/MINUTE. ON 8/1/83 THE PLT OWNER EXPERIENCED A TOTAL ELECTRICAL FAILURE IN THIS ACFT WHILE ENROUTE FROM CALIFORNIA TO DALLAS, TX. THE BATTERY CABLES WERE FOUND CORRODED AND LOOSE. THESE WERE CLEANED AND TIGHTENED AND NO FURTHER RECORD OF ELECTRICAL MAINTENANCE WAS NOTED. AFTER THE ACCIDENT THE TAIL LIGHT BULB WAS SENT TO THE NTSB LAB FOR ANALYSIS AS TO ITS ILLUMINATION AT IMPACT. THERE FINDINGS INDICATE THE BULB WAS NOT ILLUMINATED AT IMPACT. THERE ARE NO PROVISIONS FOR AN EMERGENCY LIGHTING SYSTEM IN THIS ACFT.
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
- Flight time: 467 hours in all; 20 in this make and model; 20 in the last 90 days; 5 in the last 30 days
- Medical certificate: Class 2 (expired)
- Seat: left
The aircraft
- Airframe total time: 2,886 hours
- Last inspection: annual inspection, January 21, 1983; 20 hours since
- Maximum gross weight: 4,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: HPY Baytown TX at 3:15 am
- Destination: F46 Rockwall TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 6 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,500 ft
- Temperature: 73°F (23°C), dew point 73°F (23°C)
- Observation at 3:52 am from IAH, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.