Piper PA-24-260 accident near Statesville, North Carolina, June 6, 1998
On June 6, 1998 at about 6:00 pm local time, a Piper PA-24-260, registered TGHUH, was destroyed in an accident near Statesville, North Carolina (Statesville Municipal airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's attempted flight into adverse weather, resulting in a loss of control in flight. Contributing factors were the pilot's failure to obtain updated weather information, rain, and fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 1998 · about 6:00 pm local time
- Place
- Statesville, North Carolina · Statesville Municipal · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- TGHUH · no longer on the register · serial 24-4642
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot received three weather briefings before takeoff; the flight departed VFR with no flight plan. Witnesses reported hearing a low flying airplane with a sputtering engine, followed by the engine revving up and an impact. Instrument meteorological conditions prevailed in the area, with 2 1/2 statue miles visiblity in heavy rain, and fog reported at 1355 at a weather observation station, about 102 degrees magnetic and 4.88 nautical miles from the crash site A search for the overdue airplane was conducted; it was located 3 days after the accident. Examination of the airplane, flight controls, and engine revealed no evidence of pre-impact failure or malfunction. No maintenance logbooks for the airplane nor the pilot's pilot logbook were located. No determination could be made if the pilot was current to fly in instrument meteorological conditions. Copies of maintenance records from the last country of registration indicate that the airplane was last inspected on October 21, 1993. The ELT did not operate due to being in the 'off' position, and battery voltage less than required. The airplane had been operated for an estimated 2 hours 53 minutes since the fuel tanks were filled. There was no record of the pilot obtaining any in-flight advisories.
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: 1,460 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,100 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
The flight
- Departed from: 28A Indian Trail NC at 5:35 pm
- Destination: 9A9 Marion NC
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 020° at 6 knots
- Visibility: 2.5 statute miles
- Sky: broken clouds at 400 ft; not recorded
- Temperature: 63°F (17°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 5:55 pm from SVH, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.