Piper PA-24-260 accident near Quincy, California, April 22, 1984
On April 22, 1984 at about 9:00 pm local time, a Piper PA-24-260, registered N9218P, was substantially damaged in an accident near Quincy, California (Gansner Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. 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 22, 1984 · about 9:00 pm local time
- Place
- Quincy, California · Gansner Field · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N9218P · registry record · serial 24-4714
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT WAS UNABLE TO START THE ENG & OBTAINED THE SERVICE OF A MECHANIC. THE MECHANIC DECIDED THAT THE PROBLEM WAS IN THE IGNITION SWITCH & DISCONNECTED THE P-LEADS WITH THE BELIEF THAT THIS WOULD MAKE THE MAGS CONTINUALLY 'HOT.' HOWEVER, WITH THE P-LEADS DISCONNECTED, THE MAGS SHOULD HAVE BEEN CONTINUALLY GROUNDED BY LEAF SPRING CONNECTORS. NEVER-THE-LESS, THE ENG STARTED WITH THE P-LEADS DISCONNECTED. AFTER TAKEOFF, WITH NO MAG CHECK, THE ENG BEGAN TO VIBRATE & MISFIRE & THE PLT TRIED TO RETURN TO THE ARPT. HOWEVER, THE ENG LOST ALL POWER & THE GEAR COLLAPSED DURING A FORCED LANDING, SHORT OF THE RWY. AN EXAM REVEALED THAT WITH THE P-LEADS DISCONNECTED, THE RGT LEAF SPRING CONNECTOR EFFECTIVELY GROUNDED THE RGT MAG, BUT THE LEFT MAG REMAIND UNGROUNDED FOR A TIME. THERE WAS EVIDENCE OF ARCING BETWEEN THE LEFT LEAF SPRING CONNECTOR & THE MAGNETO CASE. ALSO, THE SPARK VIBRATOR WAS FOUND TO BE WEAK. NO OTHER PREIMPACT MECHANICAL PROBLEM WAS FOUND.
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; instrument: airplane; rotorcraft: helicopter
- Flight time: 853 hours in all; 628 in this make and model; 9 in the last 90 days; 853 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,583 hours
- Last inspection: annual inspection, December 1, 1983
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
The flight
- Departed from: 201 Quincy CA at 8:55 pm
- Destination: RNO Reno NV
- Flight plan: none
- Runway 24, 4,100 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.