Piper PA-23-250 accident near Henryetta, Oklahoma, April 18, 1993
On April 18, 1993 at about 3:35 pm local time, a Piper PA-23-250, registered N4689P, was destroyed in an accident near Henryetta, Oklahoma. It was a ferry flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S DECISION TO FLY INTO KNOWN ADVERSE WEATHER CONDITIONS AND THE ENSUING SPATIAL DISORIENTATION. FACTORS WERE THE WEATHER, AND THE PILOT'S DECISION TO FLY INTO IMC WITH INADEQUATE FLIGHT AND NAVIGATIONAL EQUIPMENT INSTALLED IN THE AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 18, 1993 · about 3:35 pm local time
- Place
- Henryetta, Oklahoma · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N4689P · no longer on the register · serial 27-218
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT AGREED TO FLIGHT-DELIVER THE LIGHT TWIN ENGINE AIRPLANE TO THE NEW OWNER AS PART OF THEIR SALE AGREEMENT. AFTER OBTAINING A SPECIAL FERRY PERMIT FOR THE VFR FLIGHT, THE PILOT DEPARTED IN AN AIRPLANE EQUIPPED ONLY WITH A HAND HELD VHF TRANSMITTER, AN ALTIMETER, AIRSPEED INDICATOR, AND A TURN AND BANK INDICATOR. AFTER AN OVERNIGHT STOP, WHEN THE PILOT ARRIVED AT THE AIRPORT, THE WEATHER WAS REPORTED AS NEAR ZERO-ZERO IN FOG. AT THE FIRST SIGN OF WEATHER IMPROVEMENT, WHEN THE CEILING STARTED TO BECOME DEFINED AND THE VISIBILITY INCREASED TO BETWEEN 1/4 AND 1/2 MILE, THE PILOT STATED 'IT LOOKS TO BE A THOUSAND FEET' AND CLIMBED IN HIS AIRPLANE. THE AIRPLANE WAS OBSERVED EXECUTING A RIGHT DOWNWIND DEPARTURE, CLIMBING TO APPROXIMATELY 500 FEET AGL BEFORE DISAPPEARING IN THE FOG. THE AIRPLANE IMPACTED TREES AND TERRAIN APPROXIMATELY 1/2 MILE FROM THE AIRPORT. WEATHER AT THE SITE WAS REPORTED AS 1/4 MILE VISIBILITY AT THE TIME OF THE ACCIDENT.
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: airline transport pilot, flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: balloon
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,800 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-540-A (piston); 0 hours total
The flight
- Destination: M37 Drew MS
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 0.2 statute miles
- Sky: not recorded at 600 ft
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Observation at 3:35 pm
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.