Piper PA-32R-300 accident near Vicksburg, Mississippi, February 9, 1994
On February 9, 1994 at about 4:35 am local time, a Piper PA-32R-300, registered N1645H, was substantially damaged in an accident near Vicksburg, Mississippi (Vicksburg Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOT-IN-COMMAND TO MAINTAIN THE PROPER GLIDEPATH WHILE ON A STRAIGHT IN APPROACH RESULTING IN THE INFLIGHT COLLISION WITH TREES SHORT OF THE RUNWAY. CONTRIBUTING TO THE ACCIDENT WAS THE DARK NIGHT CONDITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 9, 1994 · about 4:35 am local time
- Place
- Vicksburg, Mississippi · Vicksburg Municipal · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N1645H · no longer on the register · serial 32R-7780167
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE ON A STRAIGHT IN APPROACH TO A RUNWAY DURING A DARK NIGHT WITH NO VISUAL APPROACH SLOPE INDICATOR AVAILABLE, THE AIRPLANE COLLIDED WITH TREES ABOUT 2378 FEET SHORT OF THE RUNWAY. THE AIRPLANE THEN DESCENDED AND IMPACTED THE GROUND COMING TO REST UPRIGHT. EXAMINATION OF THE FLIGHT CONTROLS AND ENGINE REVEALED NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. EXAMINATION OF THE ENGINE ASSEMBLY REVEALED THAT THE ALTERNATOR WAS PHYSICALLY INSTALLED ON THE ENGINE BUT THE ELECTRICAL CONNECTIONS WERE NOT SECURED. THE PILOT DEPARTED ON THE RETURN FLIGHT WITHOUT THE ALTERNATOR BEING PROPERLY INSTALLED. EXAMINATION OF THE LANDING LIGHT BULB REVEALED THAT THE FILAMENT WAS NOT STRETCHED BUT BROKEN. THE LANDING LIGHT SWITCH WAS IN THE 'ON' POSITION. ACCORDING TO FIRE/RESCUE PERSONNEL, THE BATTERY, ALTERNATOR, FUEL PUMP, AND ANTICOLLISION SWITCHES WERE IN THE 'ON' POSITION IN THE COCKPIT BEFORE BEING TURNED 'OFF.'
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
- Flight time: 612 hours in all; 33 in this make and model; 35 in the last 90 days; 13 in the last 30 days; 525 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,803 hours
- Last inspection: annual inspection, November 4, 1993; 42 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: TUP Tupelo MS at 3:20 am
- Flight plan: none
- Runway 19, 4,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 190° at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,600 ft; not recorded
- Temperature: 68°F (20°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 am from JAN, 44 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.
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.