Piper PA-46-350P accident near Centerville, New York, September 7, 1998
On September 7, 1998 at about 11:45 pm local time, a Piper PA-46-350P, registered N9150X, was destroyed in an accident near Centerville, New York. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent flight into adverse weather conditions. Factors related to the accident were the pilot's failure to use weather detection equipment and use of airspeeds in excess of limitations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1998 · about 11:45 pm local time
- Place
- Centerville, New York
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N9150X · no longer on the register · serial 4222006
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on an IFR flight plan, level at 16,000 feet, when radar and radio contact was lost. The tops of the clouds in the area of the accident were reported to be at 18,000 feet. A pilot who was flying in the area of the accident site at the time of the accident stated that the cloud tops of 'the buildups' were from 16,000 to 20,000 feet. The pilot additionally stated that moderate unexpected turbulence was encountered and 'Obviously, the updrafts in the area were very strong.' Satellite imagery data revealed that an east-west cloud band, about 10 miles wide, was located in the area of the accident. The ground track of the airplane was traversing the cloud band during the minutes prior to and around the accident time. The onboard weather radar was found in the off position. According to Advisory Circular -00-6A, 'Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo. Do clear the top of a known or suspected severe thunderstorm by at least 1,000 feet altitude for each 10 knots of wind speed at the cloud top.' The airplanes calibrated airspeed (KCAS) was calculated at 141 knots, and the indicated airspeed (KIAS) was 139 knots. According to the POH, the maneuvering speed at gross weight was 135 KCAS and 133 KIAS.
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: 910 hours in all; 21 in the last 90 days; 843 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, December 10, 1997
- Maximum gross weight: 4,318 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: MHT Manchester NH at 9:20 pm
- Destination: 05C Griffith IN
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 20,000 ft
- Temperature: 18°F (-8°C), dew point 9°F (-13°C)
- Altimeter: 29.00 inHg
- Observation at 11:54 pm from BUF, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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 N9150X 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.