Piper PA-32RT-300 accident near Medina, Ohio, February 7, 1999
On February 7, 1999 at about 4:36 pm local time, a Piper PA-32RT-300, registered N31975, was destroyed in an accident near Medina, Ohio (Medina Municipal airport). It was a public-use flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
Was the pilot's failure to remove snow from the horizontal stabilator prior to take-off and his improper decision to depart downwind. Factors in the accident were the heavy snow squall and tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 7, 1999 · about 4:36 pm local time
- Place
- Medina, Ohio · Medina Municipal · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32RT-300 PA-32RT-30 · all PA-32RT-300s on the register
- Registration
- N31975 · no longer on the register · serial 32R-7885147
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew into the airport to pick up a second passenger and refuel. After refueling and recalculating the weight and balance, the pilot called AFSS for an updated weather briefing. The pilot filed an IFR flight plan and received an IFR clearance and void time. During this time, a snow squall began. Witnesses saw the two passengers sweeping snow off of the airplane's wings prior to departure, but not the horizontal stabilator. While taxiing to the runway for departure, the pilot acknowledged the UNICOM that the winds were out of the east at 8-10 knots. A witness noted the visibility was approximately 1/4 mile in heavy snow when the airplane departed runway 27. The airplane struck trees approximately a 1/2 mile from the runway. A passenger stated that there were no engine problems prior to hitting the trees. The pilot did not report any mechanical deficiencies with the airframe or engine. On-site examination of the airplane revealed no mechanical deficiencies with the airframe or engine.
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
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: annual inspection, August 23, 1998
- Maximum gross weight: 3,200 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 1G5 at 4:36 pm
- Destination: 0M1 Parsons TN
- Flight plan: IFR
- Runway 27, 3,556 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 11 knots
- Visibility: 0.5 statute miles
- Sky: broken clouds at 400 ft; not recorded
- Temperature: 32°F (0°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 4:31 pm from CLE, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.