Piper PA-24 accident near Kerrville, Texas, September 9, 1984
On September 9, 1984 at about 5:00 pm local time, a Piper PA-24, registered N9128P, was substantially damaged in an accident near Kerrville, Texas (Schreiner airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. 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 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 9, 1984 · about 5:00 pm local time
- Place
- Kerrville, Texas · Schreiner · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24 · all PA-24s on the register
- Registration
- N9128P · registry record · serial 24-4608
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
PLT STATED THAT AFTER FAILING TO GET A 'GEAR DOWN' LIGHT, HE CYCLED GEAR WITH NO SUCCESS IN OBTAINING A LIGHT AND RECEIVED NO RESPONSE TO CALL ON UNICOM FREQUENCY FOR VISUAL CHECK FROM GROUND. PLT STATED HE ELECTED TO LAND ANYWAY AND THAT NOSE GEAR COLLAPSED ON NORMAL TOUCHDOWN. WITNESS (LINEMAN) STATED NO CALL WAS RECEIVED ON UNICOM FREQUENCY. HE OBSERVED THE ACFT IN THE PATTERN AND THE GEAR APPEARED TO BE DOWN. WITNESS FURTHER STATED HE OBSERVED THE ACFT LAND ON THE MAIN GEAR AND WHEN THE NOSE GEAR WAS LOWERED TO RUNWAY SURFACE IT COLLAPSED AS THE NOSE REBOUNDED AND THE ACFT BOUNCED SEVERAL FEET INTO THE AIR. THE ACFT TOUCHED DOWN AND BOUNCED TWICE MORE BEFORE REMAINING ON GROUND. INSPECTION REVEALED SUBSTANTIAL OVERLOAD DAMAGE TO NOSE GEAR STRUCTURAL ATTACHMENT AND ACFT TAIL SKID DRIVEN UP INTO LOWER FUSELAGE.
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; instrument: airplane
- Flight time: 6,650 hours in all; 200 in this make and model; 89 in the last 90 days; 6,300 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,200 hours
- Last inspection: annual inspection, July 30, 1984
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-E4A5 (piston); 0 hours total
The flight
- Departed from: Carrizo Springs TX
- Flight plan: none
- Runway 12, 4,400 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots, gusting 10
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 FTW84LA410.