Piper PA-34-200T accident near Apex, North Carolina, March 31, 2002
On March 31, 2002 at about 4:53 pm local time, a Piper PA-34-200T, registered N2BX, was destroyed in an accident near Apex, North Carolina (Raleigh/Durham International airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot experienced spatial disorientation that resulted in the loss of control and the overload failure of the airframe. A factor was low visibility and ceilings.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 31, 2002 · about 4:53 pm local time
- Place
- Apex, North Carolina · Raleigh/Durham International · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N2BX · no longer on the register · serial 34-7770344
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Upon arriving at the destination airport, the pilot was issued radar vectors to a final approach course for the ILS runway 5R approach. While on the final approach course the controller issued course correction information to the pilot, but the erratic movement of the airplane continued until the airplane descended and disappeared from radar coverage. A witness near the accident site saw the airplane as it fell from the sky in several pieces. Examination of the accident site disclosed that the airplane wreckage was scattered over an area 3/4 mile long. The wreckage examination also failed to disclose a mechanical or system malfunction or component failure. A review of the weather data showed low clouds with a 5500 foot overcast condition at the time of the accident.
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: 619 hours in all; 410 in this make and model; 13 in the last 90 days; 5 in the last 30 days; 519 as pilot in command
- Last flight review: November 21, 2000
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,443 hours
- Last inspection: annual inspection, March 1, 2002; 7 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental TSIO-360-E (piston); 0 hours total
- Engine 2: Continental LTSIO-360-E (piston); 0 hours total
The flight
- Departed from: SSI Brunswick GA at 3:00 pm
- Destination: RDU Raleigh-Durham NC
- Flight plan: IFR
- Runway 5R, 7,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 1.5 statute miles
- Sky: broken clouds at 500 ft
- Temperature: 55°F (13°C), dew point 54°F (12°C)
- Altimeter: 30.03 inHg
- Observation at 4:51 pm from RDU, 5 miles away
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.