Piper PA-46-310P accident near Aitkin, Minnesota, June 2, 1996
On June 2, 1996 at about 6:17 pm local time, a Piper PA-46-310P, registered N9114Q, was destroyed in an accident near Aitkin, Minnesota. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's continued flight into known adverse weather conditions and the pilot exceeding the design stress limits of the airplane. Factors contributing to this accident were: the thunderstorms, hail, and wind gusts, and the airplane's over maximum gross weight condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 1996 · about 6:17 pm local time
- Place
- Aitkin, Minnesota · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N9114Q · no longer on the register · serial 4608049
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight at 17,000 feet msl when the pilot told Minneapolis ARTCC 'We're picking up some ice and rain, and we're going to turn around.' ARTCC approved the request. Two minutes later the pilot told ARTCC that 'We're looking for some help to get around this weather southbound.' ARTCC told the pilot that he could turn either east or west. The pilot turned west, then 4 minutes later turned back to the south. The pilot then told ARTCC that they were still encountering weather. ARTCC directed the pilot to turn north and then east whenever he could. Approximately 1 minute later ARTCC radar showed the airplane in a rapid descent. The pilot then told ARTCC 'Minneapolis center, N9114Q is out of control.' The pilot had received a FSS briefing prior to takeoff, and was advised of convective conditions and precipitation building to the south along his intended route of flight. The airplane was approximately 548 pounds over maximum takeoff weight.
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; single-engine sea; instrument: airplane
- Flight time: 1,817 hours in all; 1,084 in this make and model; 47 in the last 90 days; 27 in the last 30 days; 1,817 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,049 hours
- Last inspection: annual inspection, May 24, 1996; 27 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-BE1 (piston); 0 hours total
The flight
- Departed from: INF Int'L Falls MN at 5:20 pm
- Destination: OTM Ottumwa IA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 12 knots, gusting 16
- Visibility: 10 statute miles
- Sky: broken clouds at 4,800 ft; not recorded
- Temperature: 63°F (17°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 6:15 pm from AIT, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.