Piper PA-28R-180 accident near Bradford, New York, August 13, 1992
On August 13, 1992 at about 8:57 pm local time, a Piper PA-28R-180, registered N44AE, was destroyed in an accident near Bradford, New York. It was a business flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
A MECHANICAL MALFUNCTION OF THE ARTIFICIAL HORIZON IN IMC THAT RESULTED IN SPATIAL DISORIENTATION OF THE PILOT AND HIS INABILITY TO MAINTAIN AIRPLANE ORIENTATION. A FACTOR IN THE ACCIDENT WAS THE IMPROPER MAINTENANCE OF THE ARTIFICIAL HORIZON.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 1992 · about 8:57 pm local time
- Place
- Bradford, New York · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N44AE · registry record · serial PA28R30207
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT AND PASSENGERS WERE RETURNING TO ITHACA, NY., AFTER A BUSINESS TRIP TO INDIANA. THE PILOT HAD DEPARTED UNDER VFR CONDITIONS BUT RECEIVED AN IFR CLEARANCE EN ROUTE DUE TO DETERIORATING WEATHER CONDITIONS NEAR HIS DESTINATION. HE WAS AT 5,000 FEET AND BEING VECTORED TO THE FINAL APPROACH COURSE FOR THE VOR APPROACH TO RWY 14, WHEN HE REPORTED THAT HE 'JUST LOST THE GYROS.' RADIO AND RADAR CONTACT WERE LOST SHORTLY THEREAFTER. THE WRECKAGE WAS FOUND 4 DAYS LATER IN A WOODED AREA. EXAMINATION OF THE ENGINE DRIVEN VACUUM PUMP REVEALED IT WAS CAPABLE OF NORMAL OPERATION. THE EXAMINATION OF THE ARTIFICIAL HORIZON REVEALED THAT DUE TO 'DIRT PACKED IN THE FILTER' AND EVIDENCE THAT THE GYRO WAS 'POORLY MAINTAINED,' IT WAS THE OPINION OF THE QUALITY CONTROL INSPECTOR FOR MID CONTINENT INSTRUMENT COMPANY THAT THE 'THIS UNIT WAS NOT RELIABLE ENOUGH TO FLY WITH.' THE PILOT'S PERSONAL FLIGHT TIME LOGBOOK WAS NOT RECOVERED, THUS, INSTRUMENT PROFICIENCY COULD NOT BE DETERMINED.
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: 1,700 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,347 hours
- Last inspection: annual inspection, June 5, 1992; 61 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-B1E (piston); 0 hours total
- Operator: Automated Environments INC.
The flight
- Departed from: FKR Frankfort IN at 6:00 pm
- Destination: ELM Elmira NY
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 800 ft; clear
- Temperature: 61°F (16°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 8:51 pm from ELM, 15 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.