Piper PA-46-350P accident near Butler, Pennsylvania, February 12, 1996
On February 12, 1996 at about 3:10 pm local time, a Piper PA-46-350P, registered N89HS, was destroyed in an accident near Butler, Pennsylvania (Butler County airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation for wind conditions during the final approach, which resulted in the uncontrolled descent and subsequent collision with the ground. A contributing factor is windshear conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 12, 1996 · about 3:10 pm local time
- Place
- Butler, Pennsylvania · Butler County · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N89HS · no longer on the register · serial 4622033
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting an approach to runway 8, during which the left wing contacted the ground approximately 75 feet from the approach end of the runway. The airplane came to rest about 160 feet down the runway, and off the right side. A pilot who landed on runway 26, about 30 minutes prior to the accident flight, stated that the winds were out of the northwest at 15 knots with gusts, and he experienced plus and minus 10 knots on the airspeed while on final approach. The winds 19 miles to the east, at 1045 eastern standard time, were reported from 310 degrees at 15 knots with gusts up to 20 knots. An AIRMET was issued at 0345, with an advisory for occasional moderate turbulence below 8,000 feet. The AIRMET was reissued at 0945, with the added advisory of, 'Low level wind shear potential over the Boston Area Forecast area east of an Erie-Bristol line due to gusty northwesterly surface winds. Conditions ending by 1600.' An FAA Inspector examined the wreckage and found no preimpact anomalies with the airplane.
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; instrument: airplane
- Flight time: 6,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,550 hours
- Last inspection: annual inspection, September 1, 1995; 123 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: ERI Erie PA
- Destination: BTP
- Flight plan: none
- Runway 8, 4,005 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 15 knots, gusting 20
- Visibility: 20 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 19°F (-7°C), dew point 9°F (-13°C)
- Altimeter: 29.00 inHg
- Observation at 3:45 pm from BVI, 19 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.