Piper PA-28R-180 accident near Flagstaff, Arizona, April 16, 1983
On April 16, 1983 at about 10:22 pm local time, a Piper PA-28R-180, registered N4579J, was substantially damaged in an accident near Flagstaff, Arizona (Pulliam airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 16, 1983 · about 10:22 pm local time
- Place
- Flagstaff, Arizona · Pulliam · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N4579J · registry record · serial 28R-30447
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT REPORTED HE HAD A PROBLEM WITH THE SPARK PLUGS LOADING UP BEFORE HE DEPARTED SACRAMENTO, CA ON A X-COUNTRY & THER MAGNETO (MAG) HAD BEEN OVERHAULED BEFORE HE DEPARTED. HE STATED THE ENG RAN WELL 'EXCEPT FOR BRIEF PLUG LOAD (ONE CYL)CLEARED BY LEANING MIXTURE.' EN ROUTE STOPS WERE MADE AT TEHACHAPI, CA & FLAGSTAFF, AZ FOR FUEL. THE PLT SAID THAT DURING TAKEOFF AT FLAGSTAFF, THE ENG LOST POWER AT APRX 100 FT AGL. HOWEVER, WITNESSES REPORTED THE ENG WAS MISSING ON THE TAKEOFF ROLL. ONE WITNESS, A CFI, STATED THAT FROM WHERE HE 1ST HEARD THE ENG, IT WAS MISSING STEADILY, BUT THE ACFTCONTINUED ON THE TAKEOFF & ROLLED APRX ANOTHER 1500 FT BEFORE THE PLT TOOK OFF WITH THE ENG STILL MISSING. AFTER TAKING OFF, THE ACFT SETTLED, HIT TREETOPS & CRASHED. THE R MAG WAS FOUND AT 3 DEG BEFORE-TOP-DEAD-CENTER (BTDC). HOWEVER, THERE WERE SCRAPE MARKS WHERE IT HAD ROTATED; THE RETAINING NUTS WERE SNUG, BUT NO TIGHT. ALSO, THE LEFT MAG WAS IN ITS PROPER POSITION TO FIRE AT 25 DEG BTDC. THE ARPT ELEVATION WAS 7012 FT.
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: 478 hours in all; 101 in this make and model; 6 in the last 90 days; 478 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,415 hours
- Last inspection: annual inspection, June 1, 1982; 67 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-B1E (piston); 0 hours total
The flight
- Departed from: FLG Flagstaff AZ at 10:14 pm
- Destination: ABQ Albuequerque NM
- Flight plan: none
- Runway 3, 6,999 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 3 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 9:55 pm from FLG, 2 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.
Other NTSB records under N4579J 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.