Piper PA-23 accident near Millersburg, Ohio, August 8, 2011
On August 8, 2011 at about 8:55 am local time, a Piper PA-23, registered N2286P, was substantially damaged in an accident during maneuvering (low-alt flying) near Millersburg, Ohio (Holmes County airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain clearance with terrain during the landing approach in night conditions and fog. Contributing to the accident was the pilot’s inadequate preflight planning.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 2011 · about 8:55 am local time
- Place
- Millersburg, Ohio · Holmes County · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23 · all PA-23s on the register
- Registration
- N2286P · no longer on the register · serial 23-897
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot received a weather briefing on the day before the visual flight rules flight during which he was informed that the weather conditions near his destination would be deteriorating. The pilot departed in night visual conditions. Toward the end of his planned flight, he flew over the destination airport but was unable to see it due to weather conditions that he described to an air traffic controller as “too thick.” The pilot informed the controller that he wanted to fly back toward Columbus, Ohio. About 1 minute later, the pilot informed the controller that he wanted to change his destination to a second airport, which is located about 24 miles northwest of his original destination. While en route to the second airport, the pilot was informed of a notice to airmen indicating that the runway lights at that airport were out of service. Fourteen minutes later, the air traffic controller in communication with the pilot asked if he wanted another airport or to proceed to his second destination. The pilot stated that, once again, he wanted to head back to Columbus. Shortly thereafter, the pilot informed the controller that he wanted to land at a third airport. On the approach to the third airport, the pilot was initially unable to see it because fog was in the area and the airport beacon was out of service; further, he was using the wrong frequency to activate the pilot-controlled runway lights. An air traffic controller informed the pilot of the correct frequency and shortly thereafter the pilot reported that he had the runway in sight. Several witnesses reported seeing and hearing the airplane as it flew over the area. One witness, who was a pilot living adjacent to the airport, stated that he heard the airplane make three passes over the airport from different directions beginning about 25 minutes before the accident. The airplane subsequently impacted trees and terrain in an upsloping wooded area that bordered the south side of the airport. A postaccident examination of the airplane and engines did not reveal any preimpact mechanical failures or malfunctions that would have precluded normal operation. It is likely that the pilot was unable to see the airport and continued to fly in the vicinity searching for the runway, and subsequently lost situational awareness and struck trees.
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
What happened, in order
- Loss of visual reference during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › (general) › Pilot
- factor Personnel issues › Task performance › Planning/preparation › (general) › Pilot
- Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Contributed to outcome
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Fog › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 412 hours in all; 73 in this make and model; 34 in the last 90 days; 14 in the last 30 days
- Last flight review: March 26, 2011
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,721 hours
- Last inspection: annual inspection, July 28, 2011
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-320-A3B (piston); 0 hours total
- Engine 2: Lycoming O-320-A3B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: SIV Sullivan IN at 5:35 am
- Destination: 10G Millersburg OH
- Flight plan: none
Weather at the time
- Light: night
- Visibility: 4 statute miles
- Sky: scat at 300 ft
- Temperature: 66°F (19°C), dew point 66°F (19°C)
- Altimeter: 29.73 inHg
- Observation at 8:56 am from BJJ, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.