Piper PA-22-160 accident near St. Augustine, Florida, June 10, 1989
On June 10, 1989 at about 2:20 pm local time, a Piper PA-22-160, registered N9834D, was substantially damaged in an accident near St. Augustine, Florida (St. Agustuine airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT FAILED TO MAINTAIN AIRSPEED DURING THE TURN TO RETURN TO THE AIRPORT, RESULTING IN THE LOSS OF CONTROL. CONTRIBUTING TO THE ACCIDENT WAS HIS CONTINUED TAKEOFF WITH INTERMITTENT ENGINE POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 1989 · about 2:20 pm local time
- Place
- St. Augustine, Florida · St. Agustuine · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-160 · all PA-22-160s on the register
- Registration
- N9834D · no longer on the register · serial 22-6725
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING GROUND ROLL, WITNESSES REPORTED ENG DEVELOPING INTERMITTENT POWER. TAKEOFF CONTINUED & AT ABOUT 150 FEET AGL. PLT INITIATED A TURN TO THE LEFT TO RETURN TO THE ARPT.DURING THE TURN ACFT STALLED & CRASHED ON ARPT PROPERTY. PLT WAS REMOVED FROM BURNING ACFT & TRANSPORTED TO THE HOSPITAL WHERE HE DIED OF HIS INJURIES. FIRE EXTINGUISHED BY LOCAL FIRE DEPT. EXAM OF ACFT REVEALED NO EVIDENCE OF FAILURE OR MALFUNCTION OF THE FLT CONTROLS. EXAM OF ENG REVEALED NO DETERMINATION COULD BE MADE FOR THE REPORTED INTERMITTENT POWER. THE IGNITION HARNESS & LT MAGNETO WERE DAMAGED BY FIRE. RT MAGNETO OPERATED NORMALLY, AS DID THE SPARK PLUGS. MAGNETO SWITCH AT ACCIDENT SITE POSITIONED TO THE RT MAG. IT TESTED NORMALLY. FUEL CONTINUITY FROM EACH FUEL TANK TO GASCOLATOR WAS VERIFIED. FUEL LINE FROM GASCOLATOR TO CARBURETOR WAS DAMAGED BY FIRE. EXAM OF CARBURETOR REVEALED FLOAT DESTROYED & PRIMARY VENTURI NOT INSTALLED. IDENTICAL ENG AT MANUFACTURERS FACILITY WITH VENTURI REMOVED FROM CARB REVEALED NO DEGRADATION OF ENG PERFORMANCE.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 72,906 hours in all; 4 in the last 90 days; 1 in the last 30 days; 72,650 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,810 hours
- Last inspection: annual inspection, December 5, 1988; 17 hours since
- Maximum gross weight: 2,000 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
- Fire on the ground
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 11 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 25,000 ft; scat at 1,500 ft
- Temperature: 82°F (28°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 1:50 pm from CRG, 25 miles away
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.
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.