Piper PA-60-600 accident near New Bern, North Carolina, November 9, 1996
On November 9, 1996 at about 4:39 pm local time, a Piper PA-60-600, registered N8239J, was destroyed in an accident near New Bern, North Carolina (Craven County Regional airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain airspeed (VMC). Contributing to the accident was his lack of total experience in kind of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 1996 · about 4:39 pm local time
- Place
- New Bern, North Carolina · Craven County Regional · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-60-600 · all PA-60-600s on the register
- Registration
- N8239J · no longer on the register · serial 60-0643-7912
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was over gross weight at takeoff but within Weight and Balance at the time of the accident. Witnesses observed the airplane flying low with the landing gear retracted over a wooded area then observed the airplane bank to the left and pitch down. The airplane then pitched nose up and entered what was described as a flat spin to the left. The airplane descended and impacted the ground upright with the landing gear retracted and the flaps symmetrically extended 6 degrees. Examination of the flight control systems, and engines revealed no evidence of preimpact failure or malfunction. A cabin door ajar indicating light was not illuminated at impact but the gear warning light was illuminated at impact. The pilot recently purchased the aircraft and only accumulated a total of 1 hour 23 minutes during 6 training flights. He accumulated an additional 3 hours 37 minutes after completion of the training flights while flying with other qualified pilots. The accident flight was the first flight in the make and model while flying with no other multiengine-rated pilot aboard.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 382 hours in all; 5 in this make and model; 47 in the last 90 days; 26 in the last 30 days; 312 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,888 hours
- Last inspection: annual inspection, August 20, 1996; 17 hours since
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1J5 (piston); 0 hours total
The flight
- Departed from: EWN at 4:19 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 4:48 pm from EWN, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.