Piper PA-28-140 accident near Liberty, Missouri, November 6, 1998
On November 6, 1998 at about 8:50 pm local time, a Piper PA-28-140, registered N42342, was substantially damaged in an accident near Liberty, Missouri (Roosterville airport). 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
The excessive rotation by the pilot-in-command. The climb not obtained by the pilot-in-command, the fence and the trees were contributing factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 1998 · about 8:50 pm local time
- Place
- Liberty, Missouri · Roosterville · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N42342 · no longer on the register · serial 28-7425313
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot departed from Runway 18 (2,925 feet by 20 feet, asphalt/dry) at Roosterville Airport, Liberty, Missouri on a student solo flight. The aircraft was refueled prior to the accident flight. The instructor reported that an aircraft run-up was completed. A witness located at the west end of the runway, stated that the nose of the aircraft was extremely high, 45-50 degrees and moving slowly down the runway with the wings tipping from side to side. He reported that the aircraft's tail scraped the runway, its wheels then hit and the aircraft bounced into the air in a nose high attitude tipping from side to side. He added that the aircraft bounced again and appeared to move towards the right side of the runway. The witness reported that he had lost sight of the aircraft because of trees, but he heard a crash. He reported that when he approached the accident sight, he noted broken trees and a left stabilizer sticking out of the water approximately 40 feet from shore. Inspection of the runway area revealed two scrapings within the asphalt. The flaps were found in the 0 degree position. Elevator flight control and engine continuity were established.
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: student
- Flight time: 58 hours in all; 58 in this make and model; 21 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, November 1, 1998
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental 0320-E3D (piston); 0 hours total
The flight
- Departed from: MO10 at 8:20 pm
- Flight plan: none
- Runway 18, 2,780 ft by 20 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 2:53 pm from MO1
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.