Piper PA-34-200T accident near Des Moines, Iowa, January 10, 1996
On January 10, 1996 at about 5:12 am local time, a Piper PA-34-200T, registered N3679M, was substantially damaged in an accident near Des Moines, Iowa (Des Moines International airport). It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot not using the airplane's deice system which resulted in an accumulation of empennage ice and a tailplane stall. Factors relating to this accident were the pilot's intentional flight into known icing conditions, and the icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 10, 1996 · about 5:12 am local time
- Place
- Des Moines, Iowa · Des Moines International · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N3679M · no longer on the register · serial 34-7870121
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that upon crossing the runway threshold and lowering 25 degrees of flaps, 'the airplane pitched down.' The pilot 'immediately released the flaps and added power, but the airplane was basically uncontrollable at this point.' The pilot reduced power and lowered the flaps prior to striking the runway. The airplane struck the runway on centerline and slid 1,000 feet before coming to a stop. Examination of the wreckage revealed heavy impact damage forward fuselage, engines and wings. Approximately one-half inch of rime ice was observed adhering to the leading edges of the left and right horizontal stabilizers, and along the leading edge of the vertical stabilizer.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine
- Flight time: 4,800 hours in all; 520 in this make and model; 70 in the last 90 days; 22 in the last 30 days; 4,000 as pilot in command; 300 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,158 hours
- Last inspection: annual inspection, December 5, 1995; 54 hours since
- Maximum gross weight: 4,570 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-EB3B (piston); 0 hours total
The flight
- Departed from: SOY Sioux Center IA at 4:00 am
- Destination: DSM
- Flight plan: none
- Runway 31R, 9,000 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,000 ft; not recorded
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 4:21 pm from DSM, 1 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.
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.