Piper PA-22 accident near Aurora, West Virginia, May 31, 2009
On May 31, 2009 at about 6:35 pm local time, a Piper PA-22, registered N4824A, was substantially damaged in an accident during enroute near Aurora, West Virginia. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inadequate preflight planning and preparation which resulted in a low fuel condition requiring an off-airport landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 2009 · about 6:35 pm local time
- Place
- Aurora, West Virginia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22 150 · all PA-22s on the register
- Registration
- N4824A · no longer on the register · serial 22-3977
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed from Suffolk, Virginia, at about 1105, with full fuel tanks, en route to Elkins, West Virginia (EKN). While en route at about 6,000 feet above ground level, he encountered weather over the mountains which prevented him from continuing direct to EKN under visual meteorological conditions. At that time he chose to fly north, up the valley, in hopes of finding a break in the weather. After about 40 minutes, he was unable to continue due to low fuel, and decided to land in a farm pasture. Upon landing, he discovered the grass to be much taller than anticipated. The airplane became entangled, resulting in a nose-over that substantially damaged the vertical stabilizer and wings. The pilot did not report any preimpact mechanical failures or malfunctions.
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
What happened, in order
- VFR encounter with IMC during enroute
- Fuel related during enroute defining event
- Off-field or emergency landing during landing (landing roll)
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 157 hours in all; 157 in this make and model; 26 in the last 90 days; 95 as pilot in command
- Last flight review: May 11, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,212 hours
- Last inspection: annual inspection, September 8, 2008; 59 hours since
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: SFQ Suffolk VA at 3:05 pm
- Destination: EKN Elkins WV
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 7 knots, gusting 14
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft; clear
- Temperature: 59°F (15°C), dew point 52°F (11°C)
- Altimeter: 29.93 inHg
- Observation at 6:40 pm from 2G4
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.