Piper PA-32RT-3 accident near Millard, Nebraska, November 16, 1983
On November 16, 1983 at about 2:15 pm local time, a Piper PA-32RT-3, registered N8229A, was substantially damaged in an accident near Millard, Nebraska (Millard airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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 16, 1983 · about 2:15 pm local time
- Place
- Millard, Nebraska · Millard · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-3 · all PA-32RT-3s on the register
- Registration
- N8229A · no longer on the register · serial 32R-7987045
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING ARRIVAL FROM VFR-ON-TOP, THE PLT WAS GIVEN RADAR VECTORS FOR THE NDB APCH. THE PLT STATED THAT HE WAS IN THE CLOUDS DURING THE APCH FOR ONLY ABOUT 5 TO 8 MIN. HE REPORTED THAT APRX 1/2 MI OUT ON FINAL APCH, THE NOSE BECAME PROGRESSIVELY HEAVY AND THE AIRSPEED GAGE WAS INDICATING 90 KTS. A GO-AROUND WAS STARTED. REPORTEDLY, THE AIRSPEED INCREASED TO 92 KTS, BUT THE NOSE PITCHED FURTHER DOWN. SUBSEQUENTLY, THE ACFT TOUCHED DOWN HARD, NOSEWHEEL FIRST, BOUNCED & STRUCK THE RWY. THE NOSEWHEEL COLLAPSED DURING THE LANDING & THE ACFT CAME TO REST JUST OFF THE RWY. REPORTEDLY, PRX 1/8 INCH OF ICE ACCUMULATION WAS FOUND ON THE LEADING EDGES OF THE WINGS. AN INVESTIGATION REVEALED NO FLT CONTROL PROBLEMS. THE PLT BELIEVED THAT ICE HAD ACCUMULATED ON THE PITOT TUBE. HE STATED THAT THE PITOT HEAD WAS SLOW TO HEAT AFTER THE ACCIDENT. ACCORDING TO HIM, THE ACFT ACTED LIKE IT WAS FLYING AT ONLY 75 TO 80 KTS WHEN IT TOUCHED DOWN HARD.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 15,500 hours in all; 353 in this make and model; 225 in the last 90 days; 15,320 as pilot in command; 11 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,051 hours
- Last inspection: annual inspection, October 22, 1983; 83 hours since
- Maximum gross weight: 3,400 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: DSM Des Moines IA at 1:20 pm
- Flight plan: IFR
- Runway 12, 3,800 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 6 statute miles
- Sky: overcast at 1,200 ft; not recorded at 1,200 ft
- Temperature: 32°F (0°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 1:47 pm from OMA, 17 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.