Piper PA-31P-350 accident near Cedar Bluff, Virginia, June 15, 1995
On June 15, 1995 at about 1:54 am local time, a Piper PA-31P-350, registered N922DC, was destroyed in an accident near Cedar Bluff, Virginia. It was a business flight under general aviation rules (Part 91). 3 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 planning/decision, and his allowing the airplane to exceed its maximum design/stress limitation. Factors relating to the accident were: the adverse weather conditions, and the pilot's continued flight into adverse weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 15, 1995 · about 1:54 am local time
- Place
- Cedar Bluff, Virginia · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-31P-350 · all PA-31P-350s on the register
- Registration
- N922DC · registry record · serial 31P-8414028
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ATC data indicated the airplane was in cruise flight at about 17,000 feet MSL, when the pilot deviated from the intended flight path to avoid thunderstorms. At 2150 EDT, the pilot requested clearance to climb to 19,000 MSL. At 2152, he requested a right turn out of weather and advised ATC that he was 'getting icing.' Between 2153 and 2154, the pilot's transmissions were garbled, then at 2154:38, he stated '...trying to get out of this mess.' Radar and radio contact with the airplane were lost. An in-flight breakup of the airplane occurred, and wreckage was found scattered over a 3 mile area. Postaccident examination revealed the outboard portion of the right wing had failed and separated in an upward and aft direction. Scrape marks were found on the right side of the fuselage, and there was damage to the right horizontal stabilizer and rudder. Also, there was evidence that both engines had separated in flight; they were found about 1 mile from the main wreckage. No preexisting mechanical malfunction or fatigue of the airplane was found. The pilot had received a complete weather briefing, and was advised of severe weather along the intended route of 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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,650 hours in all
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,423 hours
- Last inspection: annual inspection, November 1, 1994; 36 hours since
- Maximum gross weight: 7,245 lb
- Seats: 8
- Landing gear: retractable
- Engine: Lycoming TIO-540-V2AD (piston); 0 hours total
The flight
- Departed from: BNA Nashville TN
- Destination: LNS Lancaster PA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 080° at 6 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,400 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 1:50 am from BLF, 34 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.