Piper PA-46-310P accident near Hartford, Connecticut, July 12, 1996
On July 12, 1996 at about 3:15 pm local time, a Piper PA-46-310P, registered N234DM, was destroyed in an accident near Hartford, Connecticut (Hartford-Brainard airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 4 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/preparation, and his failure to attain the proper lift-off airspeed, which resulted in a stall and collision with the terrain (river).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1996 · about 3:15 pm local time
- Place
- Hartford, Connecticut · Hartford-Brainard
- Type
- Accident
- Injuries
- 2 people were seriously injured and 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N234DM · no longer on the register · serial 46-8408043
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he performed a rolling takeoff from the 2315 ft runway. He said that as soon as the airplane broke ground on the takeoff roll, he experienced a loss of engine power. The pilot said that he retracted the gear to help clear a 42 ft dike at the departure end of the runway. Also, he reported that after clearing the dike, he turned gradually to the left, and the left wing stalled. Two witnesses reported hearing loud, steady sounds from the airplane's engine and propeller. They said they saw the airplane in a high nose-up attitude, and watched the airplane descend behind the dike. The engine could be heard until the airplane contacted the river. During an operational check after the accident, the engine performed at recommended levels. According to performance data provided by the FAA, at the given takeoff weight, with a zero degree flap setting, the airplane required 2850 feet of runway to clear a 50 ft obstacle. The charts were based on full power before brake release.
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; single-engine sea; instrument: airplane
- Flight time: 4,918 hours in all; 488 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 4,118 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-550-C1B (piston); 0 hours total
The flight
- Departed from: HFD
- Destination: BID Block Island RI
- Flight plan: none
- Runway 11, 2,315 ft by 71 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 9,000 ft; scat at 4,000 ft
- Temperature: 75°F (24°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 7:21 pm from KHF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 3 |
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.