Piper PA-32R-301T accident near Celina, Texas, July 16, 1989
On July 16, 1989 at about 6:43 pm local time, a Piper PA-32R-301T, registered N4360K, was destroyed in an accident near Celina, Texas (Private airport). 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
IMPROPER PLANNING/DECISION BY THE PILOT. RELATED FACTORS WERE: FAILURE OF THE PILOT TO USE ALL OF THE AVAILABLE RUNWAY AREA, THE RUNWAY/TERRAIN CONDITIONS, AND OBSTRUCTIONS/POWER LINES BEYOND THE DEPARTURE END OF THE RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 1989 · about 6:43 pm local time
- Place
- Celina, Texas · Private · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301T PA-32R-301 · all PA-32R-301Ts on the register
- Registration
- N4360K · no longer on the register · serial 32R-301T
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT ELECTED TO TAKEOFF TO THE NORTH FROM A 1931 FT GRASS STRIP. THE WIND WAS FROM 080 DEG AT 5 KTS, THE TEMP WAS 93 DEG, & THE DENSITY ALT WAS ABOUT 2925 FT. GRASS ON THE STRIP WAS 4 TO 6 INCHES TALL & WAS WET. THE SOUTH END OF THE STRIP WAS SOFT & WET; THE PLT INITIATED HIS TAKEOFF FROM A POINT WITH 1647 FT OF RWY REMAINING. DRCTLY OFF THE DEP END OF THE STRIP WAS A 32 FT STORAGE TANK WITH A 10 FT WIND SOCK ON TOP. AFTER LIFT-OFF, THE ACFT WAS BANKED TO THE RGT. IT CLEARED A LOWER MAINT BLDG BY A FEW FT, BUT STRUCK PWR LINES (28 & 33 FT AGL), THEN CRASHED. AN INVESTIGATION REVEALED THE ACFT WAS LOADED TO ABOUT 12 LBS BELOW THE 3600 LB MAX ALLOWABLE LIMIT. ACCORDING TO THE PILOT OPERATING HANDBOOK, 1700 FT WOULD HAVE BEEN REQUIRED TO CLEAR A 50 FT OBSTACLE DRG TAKEOFF FROM A DRY, PAVED RWY. DATA PROVIDED BY THE MANUFACTURER INDCD THAT APRX 2340 FT WOULD HAVE BEEN REQUIRED TO TAKEOFF FROM A SOD RWY WITH 6 INCH, WET GRASS. THE PLT'S LAST MED CERT WAS DATED 3/17/87.
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: 750 hours in all; 120 in this make and model; 25 in the last 90 days; 7 in the last 30 days; 635 as pilot in command
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Airframe total time: 488 hours
- Last inspection: annual inspection, January 6, 1989; 62 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
- Fire on the ground
- Operator: Willard Grain & Feed, INC.
The flight
- Destination: HOU Houston TX
- Flight plan: none
- Runway 1, 1,931 ft by 67 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 8 statute miles
- Sky: scat at 3,000 ft
- Temperature: 93°F (34°C), dew point 81°F (27°C)
- Altimeter: 29.00 inHg
- Observation at 6:47 pm from ADS, 30 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.