Piper PA-28-140 accident near Stuart, Virginia, November 10, 2000
On November 10, 2000, a Piper PA-28-140, registered N513FL, was destroyed in an accident near Stuart, Virginia. 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
Pilot's continued flight into known adverse weather conditions during cruise flight. Factors in the accident were the low ceiling, dark night, and the pilot's failure to obtain in-flight weather advisories.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 10, 2000
- Place
- Stuart, Virginia · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N513FL · no longer on the register · serial 28-7125337
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About 2 hours before departure, the instrument rated pilot obtained weather information from DUATS. The weather information he selected included surface observations, radar summaries, and terminal forecasts for the area along his intended route of flight. The pilot did not request or obtain in-flight weather advisories, which were issued for IFR conditions, mountain obscuration, icing, and turbulence along the intended route of flight. Review of surface observations for airports along the intended route of flight, indicated that instrument meteorological conditions prevailed. The pilot departed on the night cross country flight without filing a flight plan. The airplane was reported missing, and was located 9 days later in mountainous terrain. The wreckage was located at an elevation of about 2,600 feet MSL, and the height of the mountain was about 3,211 feet MSL. Initial tree impact scars encompassed several trees, and appeared to be level along the tops of the trees. The width of the scars was about 30-feet and became progressively lower and narrower in the direction of the wreckage. Examination of the airplane and engine revealed there were no mechanical deficiencies.
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; instrument: airplane
- Flight time: 2,070 hours in all; 2,046 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, September 1, 2000
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CSG College Park MD at 10:30 pm
- Destination: GSO Greenville SC
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 4 statute miles
- Sky: broken clouds at 4,500 ft; scat at 1,100 ft
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
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.