Piper PA-23-250 accident near Fredericksburg, Texas, October 16, 1994
On October 16, 1994 at about 4:15 pm local time, a Piper PA-23-250, registered N821AC, was substantially damaged in an accident near Fredericksburg, Texas. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER MAINTENANCE RESULTING IN AN ENGINE FIRE, AND THE PILOT'S IMPROPER PROPELLER FEATHERING PROCEDURE, CAUSING THE PROPELLER NOT TO FEATHER AND THE AIRPLANE'S ENGINE OUT CAPABILITY TO BE EXCEEDED. A FACTOR WAS THE UNSUITABLE TERRAIN CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 1994 · about 4:15 pm local time
- Place
- Fredericksburg, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N821AC · registry record · serial 27-7554038
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE EN ROUTE CLIMB, THE LEFT ENGINE MADE A LOUD NOISE AND LOST POWER. THE PILOT RETARDED THE THROTTLE AND TURNED AROUND TO RETURN TO THE AIRPORT. HE NOTICED THE ENGINE NACELLE WAS ON FIRE AND HE SHUT OFF THE FUEL SUPPLY. THE FIRE APPEARED TO EXTINGUISH. THE PILOT THEN RETARDED THE MIXTURE AND PROPELLER CONTROLS, WHICH IS NOT THE PROPER SEQUENCE OUTLINED IN THE AIRPLANE OWNER'S MANUAL. THE PROPELLER FAILED TO FEATHER. DESPITE FULL POWER ON THE RIGHT ENGINE AND MAINTAINING BEST SINGLE ENGINE RATE OF CLIMB SPEED, THE AIRPLANE DESCENDED 200 TO 250 FEET PER MINUTE. THE PILOT MADE A FORCED WHEELS DOWN LANDING IN AN OPEN FIELD. THE AIRPLANE STRUCK A TERRACE AND THE LANDING GEAR COLLAPSED. POST ACCIDENT ENGINE INSPECTION DISCLOSED A LOOSE FUEL INJECTOR SUPPLY LINE, AND HEAT DAMAGE AND A 1-1/2 INCH BROWN STAIN ON THE CLAMP THAT ATTACHES THE TAILPIPE TO THE EXHAUST SIDE OF THE TURBOCHARGER. ENGINE MAINTENANCE, REQUIRING THE REMOVAL AND REATTACHMENT OF FUEL LINES, HAD BEEN PERFORMED ON THE AIRPLANE JUST PRIOR TO THE FLIGHT.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,020 hours in all; 10 in this make and model; 61 in the last 90 days; 19 in the last 30 days; 1,915 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,880 hours
- Last inspection: annual inspection, January 11, 1994; 52 hours since
- Maximum gross weight: 5,200 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming TIO-540-C1A (piston); 0 hours total
The flight
- Departed from: T82 TX at 3:55 pm
- Destination: PNS Pensacola FL
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,300 ft; scat at 1,100 ft
- Temperature: 79°F (26°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
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.