Piper PA-31-350 accident near Huffman, Texas, June 13, 1986
On June 13, 1986 at about 6:03 pm local time, a Piper PA-31-350, registered N3539K, was destroyed in an accident near Huffman, Texas. It was a business flight under general aviation rules (Part 91). 2 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
- June 13, 1986 · about 6:03 pm local time
- Place
- Huffman, Texas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N3539K · no longer on the register · serial 31-7912116
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS BEING VECTORED AROUND THUNDERSTORMS IN THE AREA JUST PRIOR TO THE ACCIDENT. DURING THE LAST RADIO CONTACT THE PILOT WAS ISSUED A VECTOR TO THE DESTINATION AIRPORT. DURING THIS TURN, FOR UNKNOWN REASONS, THE PILOT LOST CONTROL OF THE AIRCRAFT AND DESCENDED FROM THE ASSIGNED ALTITUDE OF 6,000 FT MSL TO THE GROUND IN APPROXIMATELY 40 SECONDS. THE AIRCRAFT REPORTEDLY WAS IN CLEAR WEATHER CONDITIONS AT THIS TIME AND HAD NOT ENCOUNTERED ADVERSE WEATHER DURING THE ENTIRE FLIGHT. THE PILOT DID NOT MENTION ANY PROBLEMS DURING THE RADIO TRAMSNISSION WITH ATC. IMPACT IN A SHALLOW LAKE OCCURRED WHILE IN A NEAR VERTICAL NOSE DOWN ATTITUDE AT A HIGH RATE OF SPEED. THE RIGHT PROPELLER WAS FOUND TO HAVE BEEN FEATHERED AT THE TIME OF IMPACT WHILE THE LEFT PROPELLER WAS SET IN THE CRUISE RANGE. NO EVIDENCE OF ANY PREIMPACT FAILURE OR MALFUNCTION OF THE RIGHT ENGINE OR PROPELLER WAS DISCOVERED DURING POST ACCIDENT TESTS. PATH AND TOXI EXAMS REVEALED NO PHYSIOLOGICAL FACTORS. PLTS FLT TIME RECORDS NOT AVAILABLE AT TIME OF INVESTIGATION.
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: 10,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 6,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-J2BD (piston); 0 hours total
The flight
- Departed from: LCH Lake Charles LA at 5:23 pm
- Destination: HOU Houston TX
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 20 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 2,500 ft; not recorded at 2,500 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 5:52 pm from IAH, 14 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.