Piper PA-28-236 accident near York, South Carolina, January 19, 1995
On January 19, 1995 at about 6:32 pm local time, a Piper PA-28-236, registered N8423B, was destroyed in an accident near York, South Carolina (Bryant Field). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE NONINSTRUMENT-RATED PILOT'S FAILURE TO MAINTAIN CONTROL OF THE AIRPLANE DUE TO SPATIAL DISORIENTATION WHILE CONDUCTING FLIGHT IN INSTRUMENT METEOROLOGICAL CONDITIONS (IMC). A FACTOR RELATING TO THE ACCIDENT WAS: FAILURE OF THE PILOT TO FOLLOW PROCEDURES/DIRECTIVES BY CONDUCTING FLIGHT IN IMC WHEN HE LACKED TRAINING/QUALIFICATION FOR FLIGHT IN INSTRUMENT CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 19, 1995 · about 6:32 pm local time
- Place
- York, South Carolina · Bryant Field · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-236 · all PA-28-236s on the register
- Registration
- N8423B · no longer on the register · serial 28-8111088
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BEFORE DEPARTURE, THE NONINSTRUMENT-RATED PILOT RECEIVED A WEATHER BRIEFING. HE WAS ADVISED THAT IFR CONDITIONS WERE FORECASTED ALONG THE ENTIRE ROUTE OF THE PROPOSED FLIGHT. THE PILOT FILED AN IFR FLIGHT PLAN, AND BEFORE DEPARTURE FROM THE UNCONTROLLED AIRPORT, OBTAINED HIS IFR CLEARANCE. THE FLIGHT DEPARTED (WITH A 500-FOOT CEILING REPORTED AT A NEARBY AIRPORT) AND CLIMBED TO ABOUT 3,300 FEET. RADAR DATA REVEALED THAT THE AIRPLANE DEVIATED FROM THE ASSIGNED HEADING, AND ITS ALTITUDE BEGAN DECREASING. SUBSEQUENTLY, THE AIRPLANE COLLIDED WITH TREES, AND THEN THE GROUND IN A NOSE-LOW ATTITUDE. THE COCKPIT AND CABIN WERE EXTENSIVELY DAMAGED BY IMPACT AND A POSTCRASH FIRE. NO PREIMPACT FAILURE OR MALFUNCTION OF THE AIRFRAME, ENGINE, OR VACUUM PUMP WAS FOUND. AN ALTERNATE VACUUM SYSTEM HAD BEEN INSTALLED. EXAMINATION OF COMPONENTS OF THE AUTOPILOT SYSTEM REVEALED NO INDICATION THAT IT HAD BEEN ENGAGED.
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: 61 hours in all; 23 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 24, 1994
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-J3A5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 29J Rock Hill SC at 6:28 pm
- Destination: AFJ Washington PA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 7 knots
- Visibility: 3 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 50°F (10°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from CLT, 14 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.