Piper PA-24-180 accident near New Carlisle, Ohio, June 5, 1996
On June 5, 1996 at about 9:00 pm local time, a Piper PA-24-180, registered N5984P, was substantially damaged in an accident near New Carlisle, Ohio (Andy Barnhart Memorial airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate maintenance and inspection, and the pilot overshooting the approach to land.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 1996 · about 9:00 pm local time
- Place
- New Carlisle, Ohio · Andy Barnhart Memorial · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-180 · all PA-24-180s on the register
- Registration
- N5984P · registry record · serial 241077
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a local flight, the pilots observed oil accumulating on the windscreen and felt vibration of the airplane. They returned to the departure airport, but came in too high and fast on the approach to land, so they attempted a go-around. Although the pilot applied full throttle for the go-around, it '...resulted in little [additional] power and very high vibration.' As the pilot performed a left turn, the engine lost power completely. The airplane impacted trees and shrubs during the forced landing. Examination of the engine found that the 'P' lead insulation on both magnetos had deteriorated and intermittently grounding the magnetos. The FAA Inspector stated that the 'P' leads were probably 'original equipment' on the airplane, which was manufactured in 1959. He also stated that the 'P' lead condition could have resulted in the magnetos 'grounding out,' resulting in loss of engine power. The most recent annual inspection of the airplane was completed almost 14 months before the accident. The pilot did not have a current medical certificate or biennial flight review.
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: 2,400 hours in all; 800 in this make and model; 3 in the last 90 days; 2,400 as pilot in command
- Medical certificate: None (expired)
- Seat: rgt
The aircraft
- Airframe total time: 2,222 hours
- Last inspection: annual inspection, April 20, 1995; 2 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-AIA (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: I11
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 18,000 ft; not recorded
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.