Piper PA-23 accident near Cedar Rapids, Iowa, March 3, 1985
On March 3, 1985 at about 5:13 pm local time, a Piper PA-23, registered N1241P, was destroyed in an accident near Cedar Rapids, Iowa. It was a personal flight under general aviation rules (Part 91). 3 people were killed. 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
- March 3, 1985 · about 5:13 pm local time
- Place
- Cedar Rapids, Iowa
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23 · all PA-23s on the register
- Registration
- N1241P · no longer on the register · serial 23-262
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
PLT REPORTED NO FORWARD VIS DUE TO ICE ON WINDSHIELD. N1291P THEN DIVERTED TO CID WHICH HAS RAPCON. THE TEMP AT THE SURFACE WAS 32 DEGS F BUT WAS REPORTED TO BE HIGHER AT 4,000 FT MSL. THE FLT CLIMBED TO 4,000 FT AND BEGAN LOSING THE ICE BUT THEN REPORTED GETTING IN WORSE TROUBLE. CID VECTORED THE ACFT TOWARD THE CID ARPT AND WHILE DESCENDING N1291P REPORTED THAT AN ENG HAD QUIT. N1291P SAID THE ACFT COULD NOT MAINTAIN ALTITUDE AND THEN REPORTED GOING DOWN. AIRCRAFT ENTERED A SPIN AND CRASHED IN AN OPEN FARM FIELD. THIS ACFT WAS NOT EQUIPPED FOR FLT IN ICING CONDITIONS. EVEN THOUGH THE CARBURETOR HEAT CONTROL WAS FOUND IN THE FULL ON POSITION, THE PITOT HEAT CONTROL WAS FOUND IN THE OFF POSITION. NO PROP,WINDSHIELD,OR AIRFRAME DEICING EQUIPMENT WAS INSTALLED BUT A WINDSHIELD ELECTRICAL ANTI-ICE WAS INSTALLED & ON. THE PLTS WX BRIEFING WAS(LIMITED BY THE PLT) A PARTIAL ONE BUT INCLUDED THE FLT PRECAUTIONS FOR ICING CONDITIONS,IFR & TURBULENCE. THE ACFT MODIFICATION TO PERMIT USE OF AUTO GAS INCREASED CARB ICING POTENTIAL(FAA AC 91-33A).
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,200 hours in all; 960 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 4,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,377 hours
- Last inspection: annual inspection, October 9, 1984; 51 hours since
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-3 (piston); 0 hours total
The flight
- Departed from: D02 Osage IA at 3:00 pm
- Destination: IOW Iowa City IA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 23 knots, gusting 29
- Visibility: 4 statute miles
- Sky: overcast at 2,000 ft; scat at 1,000 ft
- Temperature: 32°F (0°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 5:16 pm from CID, 5 miles away
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.
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.