Piper PA-28-151 accident near New Melle, Missouri, July 28, 1996
On July 28, 1996 at about 7:15 pm local time, a Piper PA-28-151, registered N44059, was substantially damaged in an accident near New Melle, Missouri. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's selection of an unsuitable area for an emergency/precautionary landing. Factors relating to the accident were: the pilot's continual operation of the airplane with a known deficiency (broken trim switch); an uncommanded activation of the elevator trim to the nose up position, which resulted from a short in the electrical wiring between a broken trim switch and the trim motor; and fence posts in the selected emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 1996 · about 7:15 pm local time
- Place
- New Melle, Missouri
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-151 · all PA-28-151s on the register
- Registration
- N44059 · no longer on the register · serial 28-7415574
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the elevator trim traveled to the nose up position. The pilot reported that he had to maintain 15 to 20 pounds of pressure on the control yoke to keep the airplane in a nose level attitude, and he had to hold the yoke about 2 inches from its forward stop. He was unable to rectify the situation, and he elected to make an off airport landing. During the landing, the airplane contacted fence posts, and both wings were separated from the fuselage. Postaccident inspection revealed that the wiring between the electric trim switch and the trim motor had shorted. This resulted in motor activation. The pilot stated the trim switch had been broken for 'years,' but he had never disconnected the wiring between the switch and the motor.
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: 256 hours in all; 238 in this make and model; 31 in the last 90 days; 7 in the last 30 days; 256 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,019 hours
- Last inspection: annual inspection, October 2, 1995; 45 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: SUS Chesterfield MO at 7:00 pm
- Destination: FTT Fulton MO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 3,100 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 6:45 pm from SUS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.