Piper PA 32R-300 accident near Highmore, South Dakota, April 28, 2014
On April 28, 2014 at about 2:16 am local time, a 1976 Piper PA 32R-300, registered N8700E, was destroyed in an accident during enroute near Highmore, South Dakota. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's decision to continue the flight into known deteriorating weather conditions at a low altitude and his subsequent failure to remain clear of an unlit wind turbine. Contributing to the accident was the inoperative obstruction light on the wind turbine, which prevented the pilot from visually identifying the wind turbine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 28, 2014 · about 2:16 am local time
- Place
- Highmore, South Dakota · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA 32R-300, built 1976 · all PA 32R-300s on the register
- Registration
- N8700E · no longer on the register · serial 32R-7680159
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a dark night cross-country flight, the instrument-rated pilot was approaching the intended airport for landing when the airplane collided with the blades of a wind turbine tower. The weather had started to deteriorate and precipitation echoes were observed on radar. Witnesses in the area described low clouds, windy conditions, and precipitation. In addition, weather briefing records and statements made to a witness indicate that the pilot was aware of the current and forecast weather conditions for the route of flight. Investigators were unable to determine why the airplane was operating at a low altitude; however, the pilot was likely attempting to remain clear of the clouds even though both the pilot and the airplane were capable of flying in instrument meteorological conditions. An examination of the airplane, systems, and engine revealed no anomalies that would have precluded normal operation. Toxicology findings revealed a small amount of ethanol in the pilot's blood, which was unlikely due to ingestion since no ethanol was found in liver or muscle tissue. The investigation revealed that the wind turbine farm was not marked on either sectional chart covering the accident location; however, the pilot was familiar with the area and with the wind turbine farm. Investigators were not able to determine what the pilot was using for navigation just before the accident. The light on the wind turbine tower that was struck was not operational at the time of the accident, and the outage was not documented in a notice to airmen. The wind turbine that was struck was the 5th tower in a string of towers oriented east to west, then the string continued south and southwest with an additional 13 towers. If the pilot observed the lights from the surrounding wind turbines, it is possible that he perceived a break in the light string between the wind turbines as an obstacle-free zone.
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
- Controlled flight into terrain or object (CFIT) during enroute defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- factor Environmental issues › Physical environment › Object/animal/substance › (general) › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Low ceiling › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Effect on operation
- Environmental issues › Physical environment › Object/animal/substance › (general) › Compliance w/ procedure
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,895.8 hours in all; 100.6 in this make and model
- Last flight review: January 18, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,766 hours
- Last inspection: annual inspection, April 17, 2013
- Maximum gross weight: 3,600 lb
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KHRX Hereford TX at 10:00 pm
- Destination: 9D0 Highmore SD
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 010° at 19 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,600 ft
- Temperature: 43°F (6°C), dew point 41°F (5°C)
- Altimeter: 29.37 inHg
- Observation at 2:24 am from KPIR, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
30 documents, released by the NTSB on April 8, 2015. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.