Piper PA-32-300R accident near Smackover, Arkansas, January 2, 1999
On January 2, 1999 at about 12:50 pm local time, a Piper PA-32-300R, registered N7676C, was destroyed in an accident near Smackover, Arkansas. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's spatial disorientation resulting in a loss of control of the airplane and the ensuing stall/spin. Factors were the low ceilings and the night condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 1999 · about 12:50 pm local time
- Place
- Smackover, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32-300R · all PA-32-300Rs on the register
- Registration
- N7676C · no longer on the register · serial 32R-7680057
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instrument-rated private pilot lost control of the airplane while maneuvering in night instrument meteorological conditions. The pilot originally requested a lower altitude in an attempt to make a VFR approach to El Dorado's Downtown Airport (F43). The pilot was unsuccessful so he requested an ILS approach to South Arkansas Regional Airport (ELD). The controller informed the pilot that he had lost radar contact with the airplane and asked the pilot if he could navigate to the outer marker for the approach. The pilot answered in the affirmative and was cleared for the approach. Radar contact with the airplane was lost for about 27 minutes. During this time, witnesses reported hearing an airplane flying very low numerous times over their homes. Subsequently, the controller re-identified the airplane on radar south of F43 climbing through 2,000 feet msl and turning towards the north. Attempts to reestablish radio contact with the pilot were unsuccessful. The last radar returns received indicated the airplane was in a right hand turn at 3,000 feet msl. Examination of the airplane revealed no evidence of any pre-impact mechanical discrepancies.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,800 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, September 22, 1998
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1A5D (piston); 0 hours total
The flight
- Departed from: M89 Arkadelphia AR at 12:00 pm
- Destination: F43 El Dorado AR
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 310° at 14 knots, gusting 21
- Visibility: 7 statute miles
- Sky: overcast at 400 ft; ovct at 400 ft
- Temperature: 48°F (9°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 12:50 pm from ELD, 6 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.
Other NTSB records under N7676C the same tail number, which may have belonged to a different aircraft at the time
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.