Piper PA-23-160 accident near Guthrie, Oklahoma, May 18, 1998
On May 18, 1998 at about 11:20 pm local time, a Piper PA-23-160, registered N4410P, was destroyed in an accident near Guthrie, Oklahoma (Guthrie Municipal airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The designated pilot examiner's decision to execute a single engine go-around which exceeded the airplane's engine out climb capability in the gear down configuration. Factors were the arcing of an electrical wire that grounded the engine starter and the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 1998 · about 11:20 pm local time
- Place
- Guthrie, Oklahoma · Guthrie Municipal · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4410P · no longer on the register · serial 23-1922
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a multi-engine certification check flight, the left engine was shut down and feathered. The designated pilot examiner then had the applicant restart the engine. The restart was unsuccessful, and the examiner took control of the aircraft, returning to the originating airport. The applicant performed the manual gear extension procedures, but the landing gear position could not be verified, and the gear was not down and locked on final approach. The examiner executed a go-around; however, the airplane was unable to maintain altitude. The airplane impacted trees, and terrain while descending during the go-around. A post impact fire destroyed the aircraft. The landing gar was found in the retracted position, and the left propeller was found in the retracted position, and the left propeller was found feathered. Metallurgical examination found areas of electrical arcing in the part of the starter cable passing through the wing root. When the left engine starter was energized using an exemplary cable, the starter rotated the engine crankshaft. Density altitude was calculated at 3,100 feet. The aircraft manufacturer reported ad single-engine aircraft climb capability of -7 feet per minute with the landing gear extended.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 10,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: 100-hour inspection, May 15, 1998
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: GOK at 11:00 pm
- Flight plan: none
- Runway 16, 4,102 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 10:53 pm from GOK, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.