Piper PA-31T accident near Norwich, Ohio, December 2, 1993
On December 2, 1993 at about 6:41 pm local time, a Piper PA-31T, registered N515WB, was destroyed in an accident near Norwich, Ohio. It was a ferry flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S LOSS OF AIRCRAFT CONTROL FOR AN UNKNOWN REASON, AND SUBSEQUENT FLIGHT THAT EXCEEDED THE DESIGN STRESS LIMITS OF THE AIRPLANE, WHICH RESULTED IN AN IN-FLIGHT AIRFRAME BREAKUP.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 1993 · about 6:41 pm local time
- Place
- Norwich, Ohio · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31T · all PA-31Ts on the register
- Registration
- N515WB · registry record · serial 7720023
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
EN ROUTE AT FL 240, THE PLANE ENTERED A LEFT SPIRALING DESCENT & SUBSEQUENTLY EXPERIENCED AN INFLIGHT BREAK-UP AT 7000' WITH SEPARATION OF OUTBOARD WINGS, TAIL SECTIONS & INTERNAL VINYL FROM THE NOSE BAGGAGE DOOR. THERE WAS NO DISTRESS CALL. WITNESSES HEARD THE ENGINES & AN EXPLOSIVE SOUND, THEN THEY SAW THE PLANE IN A SPIN, TRAILED BY FALLING DEBRIS. DEBRIS WAS STREWN OVER A DISTANCE OF ABOUT 3.5 MI. LIGHT WEIGHT PIECES INCLUDING VINYL FROM THE BAGGAGE DOOR, WING SKIN, & TAIL SKIN PIECES WERE AMONG THE 1ST DEBRIS ON THE WRECKAGE PATH. TAIL SECTIONS WERE FOUND ABOUT 2.5 MI FROM THE MAIN WRECKAGE WITH EVIDENCE OF OVERLOAD FAILURE; PIECES OF THE WINGS WERE FOUND WITH EVIDENCE OF DOWNWARD/OVERLOAD SEP- ARATION. NO PREEXISTING AIRFRAME FAILURE WAS FOUND THAT WOULD HAVE LED TO LOSS OF CONTROL, INFLIGHT BREAKUP, LOSS OF PRESSURIZATION OR HYPOXIA. THE PLANE WAS INACTIVE FOR ABOUT 2 YRS BEFORE BEING PURCHASED 2 MONTHS BEFORE ACCIDENT. LAST ANNUAL INSPECTION WAS ON 6/8/92. ICING WAS FORECAST FROM 9000' TO 17,000'MSL; TURBULENCE WAS FORECAST BELOW 8000' MSL.
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: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane
- Flight time: 5,200 hours in all; 3 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,685 hours
- Last inspection: annual inspection, June 8, 1992; 45 hours since
- Maximum gross weight: 6,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6A-28 (turboprop); 0 hours total
The flight
- Departed from: ESN Easton MD at 4:30 pm
- Destination: DSM Des Moines IA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 13 knots, gusting 18
- Visibility: 10 statute miles
- Sky: broken clouds at 8,500 ft; scat at 3,300 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from CMH, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.