Beech A-23 accident near West Mifflin, Pennsylvania, April 22, 1983
On April 22, 1983 at about 6:32 pm local time, a Beech A-23, registered N1411L, was substantially damaged in an accident near West Mifflin, Pennsylvania. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. 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
- April 22, 1983 · about 6:32 pm local time
- Place
- West Mifflin, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A-23 · all A-23s on the register
- Registration
- N1411L · no longer on the register · serial M804
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT LOST POWER DURING TAKEOFF AND A FORCED LANDING WAS MADE FROM 400 FT AGL TO A SLAG DUMP ABOUT 1 MILE SOUTH OF THE AIRPORT. THE RIGHT WING WAS SUBSTANTIALLY DAMAGED BY THE INITIAL IMPACT AS THE ACFT WAS TURNING RIGHT AT TOUCHDOWN. THE NOSE GEAR SEPARATED AS DID THE LEFT MAIN GEAR. THE PILOT WAS SERIOUSLY INJURED. THE PASSENGER WAS NOT INJURED. DURING PREFLIGHT THE PILOT NOTED THE LEFT TANK WAS ALMOST EMPTY AND THE RIGHT TANK CONTAINED ABOUT 15 GALLONS OF FUEL. THE TANK SELECTOR INDICATED THAT RIGHT TANK WAS BEING USED. AFTER THE ACCIDENT IT WAS DISCOVERED THAT THE SELECTOR WAS INSTALLED 90 DEGREES OUT OF PHASE. WHEN IT INDICATED RIGHT TANK IT WAS ON LEFT TANK. THE SELECTOR WOULD HAVE TO BE POSITIONED TO OFF TO USE FUEL FROM THE RIGHT TANK. THE ACFT HAD BEEN FLOWN 3 TIMES SINCE THE ANNUAL INSPECTION ABOUT ONEHALF HOUR EACH TIME AND ALWAYS WITH SELECTOR ON THE RIGHT TANK POSITION. IF LEFT TANK POSITION HAD BEEN USED THE ENGINE WOULD HAVE QUIT AS THIS WOULD HAVE BEEN OFF.
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; instrument: airplane
- Flight time: 567 hours in all; 19 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 335 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 828 hours
- Last inspection: annual inspection, March 14, 1983; 2 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-346A (piston); 0 hours total
The flight
- Departed from: AGC West Mifflin PA at 6:25 pm
- Destination: LBE Latrobe PA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 250° at 9 knots
- Visibility: 15 statute miles
- Sky: broken clouds; scat
- Temperature: 70°F (21°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 6:45 pm from AGC
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.