Piper PA-32RT-300T accident near Marshall, Virginia, September 10, 1993
On September 10, 1993 at about 7:45 pm local time, a Piper PA-32RT-300T, registered N2207B, was destroyed in an accident near Marshall, Virginia. It was a business flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
AN INADEQUATE ANNUAL INSPECTION OF THE AIRPLANE AND NON-COMPLIANCE WITH AIRWORTHINESS DIRECTIVES BY COMPANY MAINTENANCE PERSONNEL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1993 · about 7:45 pm local time
- Place
- Marshall, Virginia
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T PA-32RT-30 · all PA-32RT-300Ts on the register
- Registration
- N2207B · no longer on the register · serial 32R7987038
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING CLIMB TO CRUISE, THE AIRPLANE'S ENGINE COMPARTMENT CAUGHT FIRE. WITNESSES ON THE GROUND STATED THAT THEY SAW FLAMES COMING FROM THE NOSE WHEEL AREA. DURING THE EMERGENCY DESCENT, THE AIRPLANE IMPACTED TREE TOPS PRIOR TO COLLIDING WITH THE TERRAIN. POST-ACCIDENT EXAMINATION OF THE ENGINE REVEALED THAT THE LEFT INTERMEDIATE EXHAUST PIPE HAD SEPARATED FROM THE LEFT CROSS-OVER EXHAUST PIPE WHICH ALLOWED HOT GASES TO SPEW DIRECTLY INTO THE ENGINE COMPARTMENT. THE LEFT INTERMEDIATE PIPE FLANGE WAS CRACKED AND THE ENGAGEMENT BETWEEN THE LEFT INTERMEDIATE AND CROSS-OVER PIPE WAS LESS THAN THE REQUIRED 1.5 INCHES. A CLAMP SECURING THE EXHAUST PIPES TO THE ACCESSORY CASE WAS MISSING. THE EXAMINATION ALSO REVEALED THAT NUMEROUS AIRWORTHINESS DIRECTIVES WERE NOT COMPLIED WITH AND THE EXHAUST SYSTEM ON THE ACCIDENT ENGINE WAS NOT THE CORRECT SYSTEM. THE AIRPLANE'S LAST ANNUAL INSPECTION WAS PERFORMED ON JULY 30, 1993, ABOUT 3 FLIGHT-HOURS PRIOR TO THE ACCIDENT FLIGHT.
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: 1,600 hours in all; 6 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,432 hours
- Last inspection: annual inspection, July 30, 1993; 3 hours since
- Maximum gross weight: 3,400 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
- Operator: Krieve Aviation, INC.
The flight
- Departed from: IAD Dulles Airport VA at 11:27 pm
- Destination: CPS Cahokia IL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 260° at 11 knots
- Visibility: 15 statute miles
- Sky: scat at 6,000 ft
- Temperature: 82°F (28°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from IAD, 18 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.