Piper PA-23-150 accident near Cortland, New York, June 14, 1996
On June 14, 1996 at about 6:40 am local time, a Piper PA-23-150, registered N2189P, was destroyed in an accident near Cortland, New York (Cortland CO airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot failure to maintain directional control of the airplane which resulted in the airplane striking trees. Contributing factors were the pilot's spatial disorientation, dark night conditions, fog, and the pilot's self induced pressure to reach the destination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 1996 · about 6:40 am local time
- Place
- Cortland, New York · Cortland CO · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-150 · all PA-23-150s on the register
- Registration
- N2189P · no longer on the register · serial 23-798
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed the airport in weather described by witnesses as about 100 feet visibility in fog. During the takeoff climb, the airplane turned left prior to the end of the runway, and while in a 30-degree left bank it struck trees north of the airport. Both wings separated from the fuselage and there was a postcrash fire. The left propeller was sheared from the engine by torsional twisting. The right propeller blades had 'S' curves damage. Witnesses reported that the engines sounded smooth. Examination of the airplane did not reveal evidence of mechanical malfunction. The published departure procedure requires a climb on runway heading until reaching 2600 feet. The pilot was changing residence and she was required to vacate her current dwelling on the day of the accident. According to the previous owner, the instrument panel was arranged in a non-T layout. The pilot had received her multi-engine instrument rating in an airplane with a T arrangement on the instrument panel 10 months prior to the accident. The pilot's recent instrument flight experience was not determined.
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; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,150 hours in all; 50 in this make and model; 1,020 as pilot in command; 575 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,293 hours
- Last inspection: annual inspection, November 1, 1995; 70 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-A3B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: N03 at 6:40 am
- Destination: AUG Augusta ME
- Flight plan: IFR
- Runway 6, 3,400 ft by 75 ft
Weather at the time
- Light: night, dark
- Visibility: 0.2 statute miles
- Sky: not recorded
- Temperature: 61°F (16°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 6:41 am from N03
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.