Piper PA-30 accident near Aurora, Missouri, July 18, 2005
On July 18, 2005 at about 2:07 pm local time, a Piper PA-30, registered N7868Y, was substantially damaged in an accident near Aurora, Missouri (Aurora Municipal Airport). It was a business flight under general aviation rules (Part 91). 3 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot not maintaining adequate airspeed and aircraft control during initial climb, which resulted in an inadvertent stall/spin at a low altitude. A factor to the accident was the pilot operating the airplane over its certified maximum gross weight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 2005 · about 2:07 pm local time
- Place
- Aurora, Missouri · Aurora Municipal Airport · map
- Type
- Accident
- Injuries
- 3 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N7868Y · no longer on the register · serial 30-940
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The multiengine airplane impacted terrain shortly after taking off from runway 18 (3,002 feet by 60 feet, asphalt). The surviving passenger reported that during the takeoff roll the airplane seemed "sluggish" and "wasn't picking up speed." After liftoff, the airplane's "stall alarm" sounded as the airplane crossed over a tree line which was situated south of the airport. The pilot "slightly leveled" the airplane and the "stall alarm" silenced momentarily before sounding again. The passenger stated that the right wingtip "went up high and the nose went down" simultaneously when the stall warning horn sounded for the second time. The airplane impacted about 1,900 feet south of the departure end of the runway in a vacant grass field. The on-scene investigation did not reveal any preimpact anomalies that would have prevented the normal operation of the airplane or its associated systems. At the time of the accident, the airplane was approximately 177 lbs over its certified maximum gross weight. Winds reported at a nearby airport were 220 degrees true at 8 knots.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,519 hours in all; 1,458 as pilot in command; 408 on instruments
- Last flight review: August 1, 2004
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 6,115 hours
- Last inspection: annual inspection, June 1, 2005
- Maximum gross weight: 3,725 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming IO-320-B1A (piston); 0 hours total
- Engine 2: Lycoming IO-320-B1A (piston); 0 hours total
The flight
- Departed from: 2H2 Aurora MO at 2:07 pm
- Destination: M34 Gilbertsville KY
- Flight plan: IFR
- Runway 18, 3,002 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.04 inHg
- Observation at 1:52 pm from SGF, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.