Piper PA-30 accident near Trappe, Maryland, April 4, 2007
On April 4, 2007 at about 1:37 pm local time, a Piper PA-30, registered N555EM, was destroyed in an accident near Trappe, Maryland. 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 improper decision to fly into an area of thunderstorms, which resulted in a loss of aircraft control and subsequent in-flight breakup. Contributing to the accident was the thunderstorm.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 2007 · about 1:37 pm local time
- Place
- Trappe, Maryland · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N555EM · no longer on the register · serial 30-1587
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to his destination, the pilot flew through an area of rain and thunderstorms. He reported to air traffic control (ATC) that he was using "weather radar" onboard the airplane, which updated every five minutes, to deviate around the weather. As the airplane was exiting the weather, the pilot reported he was turning direct toward his destination. As the airplane was in a gradual right turn, the pilot reported that he "lost attitude," and shortly thereafter, the left wing separated from the airplane. The pilot did receive a weather briefing prior to the flight, which included advisories and a convective significant meteorological information (SIGMET) for thunderstorms along his route. According to the pilot's logbook, he had accumulated 4,000 hours of total flight experience, which included 167 hours of actual instrument experience. In the previous 90 days, he accumulated 1.5 hours of actual instrument experience. Examination of the airplane revealed no preimpact mechanical anomalies.
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: 4,000 hours in all; 12 in the last 90 days; 4 in the last 30 days
- Last flight review: October 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Injury: fatal
The aircraft
- Landing gear: retractable
- Engine: Lycoming IO-320 (piston); 0 hours total
The flight
- Departed from: HPN White Plains NY
- Destination: SOP Southern Pines NC
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 320° at 4 knots
- Visibility: 5 statute miles
- Sky: overcast at 600 ft
- Temperature: 46°F (8°C), dew point 45°F (7°C)
- Altimeter: 29.77 inHg
- Observation at 1:33 pm from ESN, 13 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.