Piper PA-34 accident near Kansas City, Missouri, November 28, 1982
On November 28, 1982 at about 8:47 pm local time, a Piper PA-34, registered N8189H, was destroyed in an accident near Kansas City, Missouri. It was a business 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 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
- November 28, 1982 · about 8:47 pm local time
- Place
- Kansas City, Missouri · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-34 · all PA-34s on the register
- Registration
- N8189H · no longer on the register · serial 34-8070187
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DRG THE 1027 WX BRIEFING, THE PLT WAS ADVISED THAT KANSAS CITY WAS REPORTING VERY LIGHT RIME ICING FROM 4,000 TO 11,000 FT & A PIREP OF LIGHT TO MODERATE RIME ICE BETWEEN 6,000 & 8,000 FT 30 MI SOUTH OF KANSAS CITY. THE PLT ANNOUNCEDHIS INTENTIONS OF CANCELLING THE PROPOSED FLT & GOING THE NEXT DAY. AT 1101, HE CONTACTED FSS & STATED HE NEEDED TO GO, & INITIATED A RESERVATION & FLT PLAN. AT 1217, HE RECEIVED A WX UPDATE WHICH INDICATED HE COULD EXPECT ICING DESCENDING THROUGH THE CLOUDS. ENROUTE, WHILE ON TOP AT 11,000 FT, THE PLT DIVERTED TO KANSAS CITY. WHEN CLEARED TO DESCEND, THE PLT STATED HE WAS STILL IN THE CLOUDS & STILL GETTING ICE & WANTED TO STAY AT 11,000 FT UNTIL HE GOT OUT OF THE CLOUDS. AT 1439, HE WAS ADVISED THAT HE WOULD HAVE TO START HIS DESENT PRETTY QUICK AS HE WAS 13 MI FROM THE OUTER MARKER. DURING DESCENT, THE ACFT DISAPPEARED FROM RADAR & WAS OBSERVED COMING OUT OF THE OVERCAST ALMOST STRAIGHT DOWN. THERE WAS NO ICE OBSERVED ON THE THE ACFT. THE ACFT WAS NOT DE-ICE EQUIPPED. THE LANDING GR WERE IN THE DOWN POSITION.
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: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: balloon; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 1,568 hours in all; 100 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 366 hours
- Last inspection: inspection type not recorded; 53 hours since
- Maximum gross weight: 4,570 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360-EB1 (piston); 0 hours total
- Operator: Earnest, INC.
The flight
- Departed from: OKM Okmulgee OK at 12:43 pm
- Destination: K48 Chillicothe MO
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 260° at 11 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 100°F (38°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 2:56 pm from MKC, 9 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.