Piper PA-60/601P accident near Carroll, Iowa, February 24, 1982
On February 24, 1982, a Piper PA-60/601P, registered N363VA, was substantially damaged in an accident near Carroll, Iowa (Arthur N. Neu airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
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
- February 24, 1982
- Place
- Carroll, Iowa · Arthur N. Neu · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-60/601P · all PA-60/601Ps on the register
- Registration
- N363VA · no longer on the register · serial 61P080380634
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS ON A FLIGHT FROM KANSAS CITY, MO TO SAC CITY, IA. AFTER MAKING AN APPROACH AT SAC CITY, HE WENT AROUND, DIVERTED, AND MADE AN NDB APPROACH AT CARROLL, IA. HE SAID THAT HE ENCOUNTERED ICING CONDITIONS DURING THE APPROACHES. AT CARROLL, THE PILOT LANDED WITH A CROSSWIND AT 15 GUSTING 25 KNOTS. WHILE LANDING, THE AIRCRAFT STALLED AND TOUCHED DOWN HARD. THE PILOT REPORTED THAT THERE WAS A SMALL AMOUNT OF ICE ON THE WINGS AFTER LANDING. THE AIRCRAFT HAD ICING EQUIPMENT INSTALLED, BUT WAS NOT CERTIFICATED FOR FLIGHT IN KNOWN ICING CONDITIONS. DAMAGE TO THE WINGS WAS NOT DISCOVERED UNTIL 3/8/82.
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 10,798 hours in all; 22 in this make and model; 104 in the last 90 days; 9,999 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 361 hours
- Last inspection: inspection type not recorded; 22 hours since
- Maximum gross weight: 6,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-P1A5 (piston); 0 hours total
The flight
- Departed from: MKC Kansas City MO at 5:00 pm
- Destination: SKI Sac City IA
- Flight plan: IFR
- Runway 31, 4,000 ft by 75 ft
Weather at the time
- Light: night, dark
- Wind: from 045° at 15 knots
- Visibility: 1 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 93°F (34°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.
Other NTSB records under N363VA the same tail number, which may have belonged to a different aircraft at the time
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.