Piper PA-34-200 accident near Fenton, Missouri, September 15, 1993
On September 15, 1993, a Piper PA-34-200, registered N3084T, was substantially damaged in an accident near Fenton, Missouri (Weiss airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOT TO MAINTAIN LATERAL (ROLL) AND DIRECTIONAL CONTROL OF THE AIRPLANE, WHEN ONE ENGINE HESITATED TO RESPOND TO APPLICATION OF POWER DURING AN ATTEMPTED GO-AROUND. FACTORS RELATED TO THE ACCIDENT WERE: THE CROSSWIND AND THE PILOT'S INADEQUATE COMPENSATION FOR WIND CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 1993
- Place
- Fenton, Missouri · Weiss · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N3084T · no longer on the register · serial 34-7250339
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THE AIRPLANE WAS ABOUT 50 FEET ABOVE THE GROUND (ON FINAL APPROACH), WHEN A LEFT CROSSWIND '. . . MIS- ALIGNED THE AIRPLANE WITH THE (RUNWAY 36) CENTERLINE.' HE INCREASED POWER IN AN ATTEMPT TO REALIGN, BUT THE AIRPLANE BEGAN TO ROLL TO THE RIGHT. THE PILOT ADDED FULL POWER TO GO AROUND, AND '. . . THE LEFT WING ROSE RAPIDLY TO A NEAR VERTICAL ATTITUDE.' THE AIRPLANE VEERED OFF THE RIGHT SIDE OF THE RUNWAY, CROSSED A TAXIWAY, AND IMPACTED A ROW OF PARKED AIRPLANES. IT STRUCK FOUR PARKED AIRPLANES BEFORE COMING TO A STOP. A SMALL GROUND FIRE ENSUED. THE PILOT STATED THE RIGHT ENGINE 'DID NOT RESPOND TO APPLIED POWER FOR GO AROUND.' A POST-ACCIDENT EXAMINATION REVEALED NO EVIDENCE OF PREIMPACT MECHANICAL MALFUNCTION OF THE AIRFRAME OR ENGINE(S). WINDS AT ST LOUIS, MISSOURI (15 MILES NORTH-NORTHEAST OF THE ACCIDENT SITE) WERE FROM 310 DEGREES AT 10 TO 14 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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,188 hours in all; 5 in this make and model; 12 in the last 90 days; 5 in the last 30 days; 2,188 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,395 hours
- Last inspection: 100-hour inspection; 43 hours since
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-C1E6 (piston); 0 hours total
- Fire on the ground
- Operator: Skyline Aviation
The flight
- Departed from: DSM Des Moines IA at 11:00 pm
- Destination: 3WE
- Flight plan: none
- Runway 36, 3,010 ft by 48 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots, gusting 14
- Visibility: 10 statute miles
- Sky: overcast at 1,700 ft; scat at 800 ft
- Temperature: 70°F (21°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.