Piper PA-32-260 accident near Minford, Ohio, July 24, 1994
On July 24, 1994 at about 11:30 am local time, a Piper PA-32-260, registered N33468, was destroyed in an accident near Minford, Ohio (Greater Portsmouth airport). It was a personal flight under general aviation rules (Part 91). 5 people were killed and 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO FOLLOW THE PUBLISHED INSTRUMENT DEPARTURE PROCEDURE. A FACTOR IN THE ACCIDENT WERE THE WEATHER CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 1994 · about 11:30 am local time
- Place
- Minford, Ohio · Greater Portsmouth · map
- Type
- Accident
- Injuries
- 5 people were killed and 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N33468 · no longer on the register · serial 32-7500023
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD FILED AN INSTRUMENT FLIGHT PLAN, BUT DID NOT CALL FOR HIS CLEARANCE PRIOR TO DEPARTURE. THE AIRPORT HAS NO REMOTE RECEIVERS OR FAA ATC FACILITIES. VISIBILITY WAS LESS THAN 1/4 MILE. WITNESSES HEARD THE AIRPLANE DEPART FROM RUNWAY 18, TURN RIGHT, AND THEN THERE WAS 'A BIG CRACKLING NOISE....' THEY AGREED THAT THE ENGINE WAS NOT MAKING ANY UNUSUAL SOUNDS. THE TERRAIN WEST OF THE AIRPORT RISES 300-400 FT WITHIN 1,500 FT OF THE RUNWAY CENTERLINE. THE PUBLISHED INSTRUMENT DEPARTURE PROCEDURE FOR RUNWAY 18 IS TO CLIMB ON A HEADING OF 170 DEG UNTIL REACHING 1,200 FT MSL, THEN TO PROCEED ON COURSE. THE PILOT HAD COMPLETED HIS INSTRUMENT TRAINING AT THE ACCIDENT AIRPORT, AND HAD RECENTLY COMPLETED A RECURRENT INSTRUMENT TRAINING PROGRAM. ACCORDING TO HIS FLIGHT INSTRUCTOR, THE PILOT WAS INSTRUMENT CURRENT AND FAMILIAR WITH THE DEPARTURE PROCEDURES FOR THE AIRPORT.
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: 593 hours in all; 262 in this make and model; 20 in the last 90 days; 534 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, September 3, 1993
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming O-540-E4B5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PMH at 11:30 am
- Destination: ASN Talladega AL
- Flight plan: IFR
- Runway 18, 4,996 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 2 knots
- Visibility: 0.2 statute miles
- Sky: not recorded
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 11:20 am from PMH, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 | 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.