Piper PA-28R-201T accident near Lone Grove, Oklahoma, January 29, 1998
On January 29, 1998 at about 6:30 am local time, a Piper PA-28R-201T, registered N43763, was substantially damaged in an accident near Lone Grove, Oklahoma. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power for an undetermined reason. Factors were the total loss of electrical power resulting from a separated alternator cable due to improper maintenance by unknown maintenance personnel, the lack of suitable terrain for the forced landing, and the dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 1998 · about 6:30 am local time
- Place
- Lone Grove, Oklahoma · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-201T PA-28R-201 · all PA-28R-201Ts on the register
- Registration
- N43763 · no longer on the register · serial 28R-7703311
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted trees and terrain following a total loss of engine power and a total loss of electrical power during the cross country flight in dark night conditions. Engine continuity was confirmed and the engine did not exhibit any conditions that would have caused a loss of power. The primary electrical lead from the alternator to the main buss separated at the alternator terminal. NTSB metallurgist found that reconstruction of the broken ends of the alternator cable revealed that the cable was bent through an angle of 90 degrees adjacent to the separation, consistent with deformation associated with the crimping process. A few of the wires contained ductile dimple features on their fractured surfaces and necking down deformation adjacent to the fracture, features indicative of overstress separation. The total usable fuel was 72 gallons. The calculated fuel burn for the flight was 49 gallons.
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: 198 hours in all; 20 in this make and model; 31 in the last 90 days; 24 in the last 30 days; 51 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,170 hours
- Last inspection: annual inspection, September 10, 1997; 58 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-F (piston); 0 hours total
The flight
- Departed from: SDL Scottsdale AZ
- Destination: 1FO Ardmore OK
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 010° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 am from ADM, 10 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.