Piper PA-31P-350 accident near Ridgefield, Connecticut, April 2, 2005
On April 2, 2005 at about 5:10 pm local time, a Piper PA-31P-350, registered N134DE, was substantially damaged in an accident near Ridgefield, Connecticut (Danbury Municipal Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's improper IFR procedure by flying below the minimum descent altitude, which resulted in the airplane striking trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 2, 2005 · about 5:10 pm local time
- Place
- Ridgefield, Connecticut · Danbury Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-31P-350 · all PA-31P-350s on the register
- Registration
- N134DE · no longer on the register · serial 31P-8414005
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departing on the accident flight, a mechanic, who was to perform work on the airplane advised the owner/pilot that the weather was below landing minimums and he should not attempt the trip. During a localizer approach at the airport, the airplane impacted trees that were located west of the approach end of the runway. After executing a missed approach the pilot advised ATC that he had bird strikes on both wings and that it looked like the de-icing boots were damaged. A local resident who witnessed the event stated that "the scraping sound of branches against metal was audible, and I saw the upper branches of the pine trees waving after contact with the plane." The trees were located at a terrain elevation of 599 feet above sea level. The minimum descent altitude for the approach was published as 1,100 feet.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,633 hours in all; 695 in this make and model; 25 in the last 90 days; 16 in the last 30 days; 1,595 as pilot in command
- Last flight review: January 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,650 hours
- Last inspection: continuous airworthiness programme, February 1, 2005; 35 hours since
- Maximum gross weight: 7,200 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming TIO-540-V2AD (piston); 0 hours total
- Engine 2: Lycoming TIO-540-V2AD (piston); 0 hours total
The flight
- Departed from: HTO East Hampton NY at 3:00 pm
- Destination: DXR Danbury CT
- Flight plan: IFR
- Runway 8, 4,422 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 9 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 200 ft
- Temperature: 46°F (8°C), dew point 46°F (8°C)
- Altimeter: 29.63 inHg
- Observation at 5:24 pm from DXR, 2 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.
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.