Piper PA-34-200T accident near Messena, New York, January 11, 1990
On January 11, 1990 at about 5:20 pm local time, a Piper PA-34-200T, registered N1506X, was substantially damaged in an accident near Messena, New York (Messena airport). It was a ferry 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 AIRPLANE STRIKING A LIGHT POLE DURING AN OFF AIRPORT LANDING ON A ROAD, DUE TO A DOUBLE POWER LOSS FOR UNKNOWN REASONS. FACTORS RELATED TO THE ACCIDENT WERE: THE PILOTS UNFAMILIARITY WITH THE AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 11, 1990 · about 5:20 pm local time
- Place
- Messena, New York · Messena · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N1506X · no longer on the register · serial 34-7570265
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE WAS ON A FERRY FLIGHT WITH ADDITIONAL FUEL TANKS INSTALLED IN THE CABIN. THE PILOT SAID HIS AIRSPEED WAS READING HIGH, THEN IT DROPPED TO ZERO. HE ALSO SAID HE LOST HIS LEFT GENERATOR AND THE FUEL GAGES WERE SHOWING A 100 PERCENT INCREASE IN FUEL CONSUMPTION. HE REQUESTED AN ILS APPROACH TO A NEARBY AIRPORT AND WHILE CIRCLING TO LAND, ON BASE LEG, AND EXPERIENCED A TOTAL POWER LOSS. THE AIRPLANE LANDED ON A ROAD 1000 FEET SHORT OF THE RUNWAY, STRIKING A LIGHT POLE WITH THE LEFT WING. THE FAA WAS UNABLE TO DETERMINE THE CAUSE OF THE POWER LOSS AND SAID FUEL WAS AVAILABLE IN THE TANKS.
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, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,014 hours in all; 50 in this make and model; 34 in the last 90 days; 34 in the last 30 days; 1,354 as pilot in command; 270 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,441 hours
- Last inspection: annual inspection, September 25, 1989; 40 hours since
- Maximum gross weight: 4,570 lb
- Seats: 7
- Landing gear: retractable
- Engine: Continental TSIO-360-E (piston); 0 hours total
- Operator: Orient Air Int'L
The flight
- Departed from: AZO Kalamazoo MI at 11:40 pm
- Destination: BGR Bangor ME
- Flight plan: IFR
- Runway 23, 5,001 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 18 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,500 ft; not recorded
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 1:50 am from MSS
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.