Piper PA-32-300 accident near Monroe, North Carolina, December 19, 1995
On December 19, 1995 at about 11:45 pm local time, a Piper PA-32-300, registered N4219T, was substantially damaged in an accident near Monroe, North Carolina (Monroe Airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadequate planning and failure to follow operating procedures resulted in his descent below the decision height while on final approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1995 · about 11:45 pm local time
- Place
- Monroe, North Carolina · Monroe Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N4219T · registry record · serial 32-7240037
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, as he approached the decision height on the ILS approach, he observed ground lights, but never established visual contact with runway 5. Unable to identify the runway, the pilot executed a missed approach. During the climbout, the airplane collided with a 75 foot tall tree 2000 feet from the approach end of the runway. The decision height for the approach is 306 feet above the ground. The pilot diverted to another airport and landed without further incident. No approved weather reporting facility was located at the airport. According to Title 14 CFR Part 135.225, no pilot may begin an instrument approach to an airport without an approved weather reporting facility; nor can the pilot descend below the decision height (DH) if actual weather conditions are less than the published minimums.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,159 hours in all; 271 in this make and model; 52 in the last 90 days; 17 in the last 30 days; 2,110 as pilot in command; 856 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,525 hours
- Last inspection: annual inspection, August 1, 1995; 41 hours since
- Maximum gross weight: 3,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
The flight
- Departed from: CPC Whiteville NC at 10:45 pm
- Destination: EQY
- Flight plan: IFR
- Runway 5, 5,500 ft by 100 ft
Weather at the time
- Light: night, dark
- Wind: from 090° at 3 knots
- Visibility: 1 statute miles
- Sky: overcast at 200 ft; not recorded
- Temperature: 41°F (5°C), dew point 41°F (5°C)
- Altimeter: 29.00 inHg
- Observation at 11:51 pm from CLT, 22 miles away
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.
Other NTSB records under N4219T the same tail number, which may have belonged to a different aircraft at the time
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.