Piper PA-46-350P accident near Dallas, Texas, February 24, 1998
On February 24, 1998 at about 9:35 pm local time, a Piper PA-46-350P, registered N9254X, was substantially damaged in an accident near Dallas, Texas (Dallas Love airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The nose gear collapsed for an undetermined reason. A factor was the total electrical failure due to the separation of the alternator output lugs resulting from inadequate maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 1998 · about 9:35 pm local time
- Place
- Dallas, Texas · Dallas Love · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N9254X · no longer on the register · serial 4622189
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll, the nose gear collapsed. On a previous flight and during the approach on this flight, the aircraft experienced a total electrical failure. Following the first electrical failure, the battery was replaced by company maintenance personnel and the electrical system checked operational per the manufacturer procedures. The airframe Maintenance Manual inspection checklist states in part: Inspect wiring to engine and accessories, replace damaged wires and clamps, and inspect terminals for security. The section of the maintenance manual describing servicing the electrical system in part states: 'The security of all electrical connections should be checked.' Examination of the accident airplane revealed that the output lugs were broken off both alternators. NTSB Metallurgical examination of the fracture surfaces revealed 'no discernable fracture features. Both parts contained evidence of electrical arcing that caused significant melting of the separated ends.' A post-accident landing gear retraction test revealed no evidence of discrepancies with the landing gear system. Time since the last annual inspection was 12.7 hours.
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; instrument: airplane
- Flight time: 5,000 hours in all; 5 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 4,300 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 313 hours
- Last inspection: annual inspection, January 21, 1998; 12 hours since
- Maximum gross weight: 4,318 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: T28 Lampasas TX at 7:30 pm
- Flight plan: none
- Runway 31L, 8,800 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 14 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 77°F (25°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 9:43 pm from DAL
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.
Other NTSB records under N9254X the same tail number, which may have belonged to a different aircraft at the time
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.