Piper PA-32RT accident near San Antonio, Texas, December 18, 1994
On December 18, 1994 at about 9:50 pm local time, a Piper PA-32RT, registered N21590, was destroyed in an accident near San Antonio, Texas. It was a personal flight under general aviation rules (Part 91). 1 person was killed, 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER FOR UNDETERMINED REASONS. A FACTOR RELATED TO THE ACCIDENT WAS: THE LACK OF A SUITABLE AREA FOR THE FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 1994 · about 9:50 pm local time
- Place
- San Antonio, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed, 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT · all PA-32RTs on the register
- Registration
- N21590 · no longer on the register · serial 32R-7887219
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT LOST POWER WHILE DESCENDING APPROXIMATELY 4 MILES NORTH OF SAN ANTONIO INTERNATIONAL AIRPORT (SAT). AFTER THE LOSS OF POWER, THE PILOT-RATED PASSENGER MANIPULATED THE FLIGHT CONTROLS WHILE THE PILOT ATTEMPTED A RESTART THAT WAS UNSUCCESSFUL. THE AIRPLANE CAME TO REST IN A GRASSY FIELD ADJACENT TO POWER LINES AND TREES ABOUT 1 1/2 MILES NORTHWEST OF RUNWAY 12L. EXAMINATION OF THE AIRPLANE AND ENGINE DID NOT REVEAL ANY STRUCTURAL OR MECHANICAL DEFECTS. TESTING OF THE ENGINE DRIVEN FUEL PUMP ACCESSORY REVEALED THAT IT WAS FLOWING FUEL FROM THE OVERBOARD DRAIN AT A RATE OF 1/2 GALLON PER MINUTE; HOWEVER, IT WAS STILL PUMPING FUEL TO THE ENGINE AT 25 PSI AND 275 LBS/HR. ON SITE EXAMINATION OF THE AIRCRAFT REVEALED USABLE FUEL IN BOTH WING TANKS. TEARDOWN OF THE PUMP REVEALED 'O' RINGS THAT WERE WORN AND DISPLAYED SQUARE CROSS SECTIONS. ADDITIONALLY, THE INLET SCREEN TO THE FUEL SERVO HAD NON-METALLIC DEBRIS IN THE FITTING AND THE SCREEN WAS OBSERVED TO BE PARTIALLY CLOGGED. THE ANOMALIES FOUND WITH THE FUEL SYSTEM ACCESSORIES WERE INCONCLUSIVE. THE REASON FOR THE LOSS OF ENGINE POWER COULD NOT BE DETERMINED.
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: 423 hours in all; 377 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, November 6, 1994; 49 hours since
- Maximum gross weight: 3,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: ADS Dallas TX at 8:30 pm
- Destination: SAT TX
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 8,000 ft; not recorded
- Temperature: 66°F (19°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from SAT, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.