Piper PA-23-180 accident near Fairfield, Arizona, March 5, 1994
On March 5, 1994 at about 6:00 pm local time, a Piper PA-23-180, registered N2142P, was substantially damaged in an accident near Fairfield, Arizona. It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FLIGHT INSTRUCTOR'S INADVERTENT MOVEMENT OF THE LEFT ENGINE PROPELLER CONTROL INTO THE FEATHER POSITION, HIS DECISION TO BY-PASS SUITABLE LANDING SITES IN AN ATTEMPT TO RESTART THE LEFT ENGINE AS THE AIRCRAFT ENERGY AND PERFORMANCE CAPABILITY DETERIORATED, HIS FAILURE TO MAINTAIN AN AIRPSEED AT OR ABOVE VMC, HIS FAILURE TO MAINTAIN CONTROL OF THE AIRCRAFT, AND HIS INADEQUATE SUPERVISION OF THE FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 1994 · about 6:00 pm local time
- Place
- Fairfield, Arizona · map
- Type
- Accident
- Injuries
- 2 people were seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-180 · all PA-23-180s on the register
- Registration
- N2142P · no longer on the register · serial 23-737
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE ACCIDENT FLIGHT, THE CFI WAS IN THE FINAL PROCESS OF PREPARING THE SECOND PILOT TO TAKE HIS MULTIENGINE CFI CHECK RIDE. AFTER COMPLETING A TOUCH-AND-GO LANDING, THE AIRPLANE CLIMBED TO BETWEEN 200- AND 300-FEET AGL. THE CFI ATTEMPTED TO RETARD THE LEFT ENGINE'S THROTTLE, BUT ACCIDENTALLY RETARDED THE LEFT ENGINE'S PROPELLER CONTROL INTO THE FEATHER DETENT. THE CFI MANEUVERED THE AIRPLANE WHILE ATTEMPTING TO RESTART THE LEFT ENGINE. DURING THIS TIME, THE AIRCRAFT BY-PASSED SEVERAL SUITABLE LANDING SITES AND ENDED UP OVERFLYING HILLY TERRAIN AS THE AIRCRAFT CONTINUED A GRADUAL DESCENT. THE PILOT LOST CONTROL OF THE AIRPLANE AS THE AIRSPEED DECREASED; THE AIRCRAFT ROLLED TO THE LEFT AND COLLIDED WITH HILLY TERRAIN. THE LEFT ENGINE AND PROPELLER COMBINATION WAS REMOVED FROM THE AIRCRAFT AND INSTALLED IN AN ENGINE TEST CELL. THE ENGINE, PROPELLER, AND PROPELLER GOVERNOR WERE FOUND TO FUNCTION NORMALLY THROUGHOUT THEIR NORMAL OPERATING RANGES.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,343 hours in all; 190 in this make and model; 125 in the last 90 days; 55 in the last 30 days; 4,763 as pilot in command; 3,640 on instruments
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,805 hours
- Last inspection: 100-hour inspection, January 25, 1994; 31 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-B1B (piston); 0 hours total
The flight
- Departed from: L15 Las Vegas NV at 4:15 pm
- Destination: SGU
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.