Piper PA-46-350P accident near Carlyle, Illinois, January 22, 1996
On January 22, 1996 at about 10:14 pm local time, a Piper PA-46-350P, registered N800CE, was destroyed in an accident near Carlyle, Illinois. It was a business flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
spatial disorientation of the pilot, and his failure to maintain control of the airplane, which resulted in his exceeding the design stress limits of the airframe. A factor relating to the accident was: turbulence in clouds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 1996 · about 10:14 pm local time
- Place
- Carlyle, Illinois · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N800CE · no longer on the register · serial 4622171
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During flight, the airplane was cruising at flight level 210 in IFR conditions with turbulence and with the wind from about 255 degrees at 70 knots. The airplane drifted off course at about 1600 cst. At 1610:09, after about ten minutes of unrecognized heading changes, the pilot stated '. . . I've lost my gyro.' At 1610:15, the controller issued a no-gyro vector. At 1611:29, as the airplane was still turning (to a heading that would intercept the original course), the pilot stated 'we've lost aLL our instruments . . . please direct me towards VFR.' He was cleared to descend to 14,000 feet. At about that same time, he stated 'we're in trouble' and 'we've lost all vacuum,' then there was no further radio transmission from the airplane. The airplane entered a steep, downward spiraling, right turn. The left outer wing panel separated up and aft (in flight) from overload and impacted the left stabilizer. The airplane crashed, and parts that separated from the airplane were found over a four mile area. Investigation revealed evidence that the HSI heading card can fail without the HDG flag appearing. Although the pilot had reported the loss of instruments and vacuum, examination of the airplane revealed that the engine, flight controls, electrical system, pitot/static system and vacuum systems exhibited continuity. No malfunction was found that would have led to loss of pressurization or hypoxia.
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; instrument: airplane
- Flight time: 3,858 hours in all; 2,626 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 202 hours
- Last inspection: annual inspection, May 11, 1995; 90 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: DSM Des Moines IA at 8:49 pm
- Destination: BNA Nashville TN
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 3 statute miles
- Sky: overcast at 1,200 ft; scat at 800 ft
- Temperature: 41°F (5°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 10:27 pm from BLV, 22 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 N800CE 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.