Piper PA-28-140 accident near Kulm, North Dakota, August 24, 2006
On August 24, 2006 at about 5:32 pm local time, a Piper PA-28-140, registered N9714W, was destroyed in an accident near Kulm, North Dakota. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The non-instrument rated pilot's continued flight into instrument meteorological conditions which resulted in his inadvertent encounter with a thunderstorm and his loss of aircraft control. A factor to the accident was the thunderstorm.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 2006 · about 5:32 pm local time
- Place
- Kulm, North Dakota · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N9714W · no longer on the register · serial 28-23190
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated private pilot departed on a cross-country flight into an area of forecast instrument meteorological conditions with widely scattered thunderstorms, rain, fog and mist. The pilot did not request, nor was he provided any weather briefing services prior to or during the accident flight. Additionally, no flight plan information was filed for the accident airplane within 24 hours of the accident. According to aircraft radar track data, the accident airplane was cruising 200 - 500 feet above ground level while en route to the planned destination. Weather Surveillance Radar data for the area showed a mixture of thunderstorms and rain showers scattered along the planned route of flight. The aircraft radar track data was plotted on a weather radar image for the corresponding time period. This composite image showed the last two aircraft beacon returns were 3 to 5 miles northwest of a level-three thunderstorm. The data indicated that the convective cell was moving toward the northeast and intensifying around the accident time. Instrument meteorological conditions with light to moderate turbulence were associated with the convective cell. The accident site was located about 1.5 miles southeast of the last recorded aircraft beacon return. Examination of the recovered wreckage revealed no evidence of a pre-impact mechanical malfunction. A review of the airframe, engine and propeller records found no history of unresolved airworthiness issues.
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: private
- Ratings: single-engine land
- Flight time: 471 hours in all; 20 in the last 90 days; 7 in the last 30 days; 395 as pilot in command
- Last flight review: January 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 4,780.9 hours
- Last inspection: annual inspection, August 1, 2005; 63.8 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: BIS Bismarck ND at 4:23 pm
- Destination: FFM Fergus Falls MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 13 knots
- Visibility: 5 statute miles
- Sky: overcast at 500 ft
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 29.70 inHg
- Observation at 5:56 pm from JMS, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N9714W the same tail number, which may have belonged to a different aircraft at the time
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.