New Piper Aircraft INC PA 32R-301T accident near Springfield, Missouri, December 12, 2014
On December 12, 2014 at about 11:29 pm local time, a 2005 New Piper Aircraft INC PA 32R-301T, registered N3127R, was substantially damaged in an accident during maneuvering (low-alt flying) near Springfield, Missouri (Downtown airport). It was a business flight under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s decision to descend below the recommended altitude during approach for landing in night visual meteorological conditions, and his failure to see and avoid a lighted tower, which resulted in collision with the tower and a subsequent total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 12, 2014 · about 11:29 pm local time
- Place
- Springfield, Missouri · Downtown · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- New Piper Aircraft INC PA 32R-301T, built 2005
- Registration
- N3127R · no longer on the register · serial 3257406
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After descending through a cloud layer on an instrument approach in night conditions, the private pilot reached visual meteorological conditions, cancelled his instrument flight plan, and advised air traffic control that he was proceeding directly to the destination airport. The airplane was about 2 miles from the airport and flying at an altitude about 275 ft above airport elevation when it struck and damaged the top of a 367 ft-tall cellular tower. The airplane experienced a total loss of engine power and impacted trees and terrain in a residential area. Postaccident examination of the wreckage revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Federal Aviation Administration guidance states that, while over a congested area, except when necessary for take-off or landing, the pilot of an airplane should maintain an altitude of 1,000 ft above the highest obstacle within a horizontal radius of 2,000 ft of the aircraft. Guidance also indicates that pilots should maintain an altitude of about 1,000 ft above airport elevation until entering the downwind leg of the traffic pattern.
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
- Low altitude operation/event during maneuvering (low-alt flying) defining event
- Controlled flight into terrain or object (CFIT) during approach
- Part(s) separation from AC during post (impact)
- Attempted remediation/recovery during emergency descent
- Loss of engine power (partial) during emergency descent
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during emergency descent
- Cabin safety event during post (impact)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action sequence › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Aircraft › Aircraft propeller/rotor › Propeller system › Propeller blade section › Damaged/degraded
- Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Effect on operation
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,350 hours in all; 18 in this make and model; 30 in the last 90 days; 15 in the last 30 days; 1,350 as pilot in command
- Last flight review: October 22, 2014
- Medical certificate: Class 3
- Seat: left
- Injury: serious injuries
Passenger
- Seat: rgt
- Injury: serious injuries
Passenger
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 388 hours
- Last inspection: annual inspection, August 11, 2014; 25 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AH1A (piston); 388 hours total
- Operator: Integrity Home Care, INC.
The flight
- Departed from: LXT Lee'S Summit MO at 10:20 pm
- Destination: 3DW Springfield MO
- Flight plan: IFR
- Runway 11, 4,037 ft by 50 ft
Weather at the time
- Light: night
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,800 ft
- Temperature: 52°F (11°C), dew point 45°F (7°C)
- Altimeter: 30.26 inHg
- Observation at 10:52 pm from KSGF, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on April 27, 2017. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 (Additional Pages Received on 12-29-2014) | PDF, 3 pages | View Download |
| 3 | Passenger Statements | PDF, 2 pages | View Download |
| 4 | Cockpit Displays Factual Report | PDF, 10 pages | View Download |
| 5 | Cockpit Displays Factual Report - Attachment 1 | data file | Download |
| 6 | Maps | PDF, 2 pages | View Download |
| 7 | Weather Summary | PDF, 5 pages | View Download |
| 8 | Photos | PDF, 9 pages | View Download |
| 9 | Statement of Party Representatives to NTSB Investigation | PDF, 3 pages | View Download |
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.