Piper PA-28-201T accident near Hamilton, North Carolina, March 18, 1991
On March 18, 1991 at about 2:10 pm local time, a Piper PA-28-201T, registered N2871H, was destroyed in an accident near Hamilton, North Carolina. It was a business 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'S IMPROPER USE OF EQUIPMENT WHICH AFFECTED THE OPERATION OF THE STANDBY VACUUM PUMP, THE PILOT'S LOSS OF AIRCRAFT CONTROL AFTER EXPERIENCING SPATIAL DISORIENTATION, AND HIS EXCEEDING THE DESIGN STRESS LIMITS OF THE AIRCRAFT. FACTORS RELATED TO THE ACCIDENT WERE: THE MECHANIC'S IMPROPER USE OF THREAD COATING MATERIAL, THE PILOT'S OPERATION OF THE AIRCRAFT WITH A KNOWN MALFUNCTION OF THE PRIMARY VACUUM PUMP, AND THE ADVERSE WEATHER CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 1991 · about 2:10 pm local time
- Place
- Hamilton, North Carolina · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-201T · all PA-28-201Ts on the register
- Registration
- N2871H · no longer on the register · serial 28-7921081
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED A VACUUM SYSTEM FAILURE AND A PITOT STATIC SYSTEM MALFUNCTION DURING AN INSTRUMENT FLIGHT UNDER INSTRUMENT WEATHER CONDITIONS, BUT HE ELECTED TO CONTINUE THE FLIGHT. THE FLIGHT TRACK AND ALTITUDE WERE ERRATIC. AFTER 28 MINUTES OF FLIGHT, THE PILOT REPORTED THAT HE WAS IN A DIVE. SUBSEQUENTLY, THE RIGHT OUTBOARD WING PANEL, RUDDER AND HORIZONTAL STABILATOR(S) SEPARATED IN FLIGHT. EXAMINATION OF THE AIRPLANE REVEALED THAT THE VACUUM PUMP DRIVE COUPLING SHEARED BECAUSE OF IMPROPER THREAD TREATMENT (SEALANT TAPE) USED DURING INSTALLATION. THE AIRPLANE WAS EQUIPPED WITH A STANDBY VACUUM SYSTEM, WHICH AT HIGHER ALTITUDES, REQUIRED THAT THE PILOT SPOOL THE SYSTEM (REDUCE POWER THEN ADVANCE THE THROTTLE) TO MAINTAIN VACUUM PRESSURE.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 813 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental TSIO-360 (piston); 0 hours total
The flight
- Departed from: CRE Myrtle Beach SC at 12:56 pm
- Destination: PAH Newport News VA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Sky: overcast at 300 ft; not recorded
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 2:01 pm from RWI, 35 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.