Piper PA-28R-200 accident near Nesquehoning, Pennsylvania, December 13, 1994
On December 13, 1994 at about 11:14 pm local time, a Piper PA-28R-200, registered N33049, was destroyed in an accident near Nesquehoning, Pennsylvania. 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 non-instrument-rated pilot's poor in-flight decision to continue VFR flight into instrument meteorological conditions, at night, and his failure to maintain sufficient altitude to ensure clearance from obstructions/terrain. Related factors were the instrument meteorological flight conditions (low ceiling and fog), the dark night, and the pilot's lack of total instrument flight experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 13, 1994 · about 11:14 pm local time
- Place
- Nesquehoning, Pennsylvania · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N33049 · no longer on the register · serial 28R-7535112
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE NON-INSTRUMENT RATED PRIVATE PILOT WAS ON A CROSS-COUNTRY FLIGHT AT NIGHT OVER A MOUTAINOUS AREA. DURING FLIGHT, HE CONTACTED ATC AND REQUESTED FLIGHT FOLLOWING SERVICES. ATC ADVISED HIM TO MAINTAIN 5500' MSL, AND HE CLIMBED TO THAT ALTITUDE. DURING A FREQUENCY CHANGE (FROM WILKES BARRE APPROACH CONTROL TO ALLENTOWN APPROACH CONTROL) RADIO CONTACT WITH THE AIRPLANE WAS LOST. THE CONTROLLER TRIED SEVERAL TIME TO RE-ESTABLISH RADIO CONTACT, BUT WITHOUT SUCCESS. THE AIRPLANE SUBSEQUENTLY COLLIDED WITH TREES ON TOP OF BROAD MOUNTAIN AND WAS DESTROYED BY IMPACT AND FIRE. WRECKAGE WAS SCATTERED OVER A 600' AREA. THE PILOT HAD RECEIVED A WEATHER BRIEFING THAT INDICATED MARGINAL VFR WEATHER AND FLIGHT PRECAUTIONS FOR MOUNTAIN OBSCURATION ALONG HIS ROUTE OF FLIGHT. ABOUT 25 MILES SOUTH AT ALLENTOWN, A SPECIAL WEATHER OBSERVATION AT 1822 EST REPORTED SNOW SHOWERS WITH 1 1/2 MILES VISIBILITY IN FOG. EXAMINATION OF THE WRECKAGE DID NOT DISCLOSE EVIDENCE OF MECHANICAL MALFUNCTION.
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
- Flight time: 250 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, October 14, 1994
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-CIC (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: BFD Bradford PA at 10:04 pm
- Destination: BLM Allaire NJ
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 040° at 10 knots
- Visibility: 1.5 statute miles
- Sky: overcast at 1,700 ft
- Temperature: 32°F (0°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 11:22 pm from ABE, 15 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.