Piper PA-28R-180 accident near Randolph, New Hampshire, December 28, 1998
On December 28, 1998, a Piper PA-28R-180, registered N4591J, was destroyed in an accident near Randolph, New Hampshire. It was a personal 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 continued VFR flight into instrument meteorological conditions which led to spatial disorientation and loss of aircraft control. Also causal was the pilot exceeded the design limits of the aircraft which resulted in an in-flight separation. Contributing to the accident were the mountainous terrain, night conditions and the pilot's lack of instrument time.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 28, 1998
- Place
- Randolph, New Hampshire
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N4591J · no longer on the register · serial 28R-30465
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated pilot departed on a flight at night over mountainous terrain. After the airplane failed to arrive at the destination, a search was initiated. The airplane was located the next day on Mt. Randolph approximately 2,000 feet to the southeast of the peak, and 500 feet below it. The airplane sustained an in-flight separation. According to Flight Service records, the pilot obtained a weather briefing over the telephone that forecasted scattered clouds at 5,000 feet, and scattered to broken clouds at 10,000 feet through early morning. The last radio contact with the airplane was when the pilot reported that he was encountering haze at 7,500 feet. A satellite infrared image showed overcast clouds across New Hampshire about the time of the accident. Examination of the wreckage revealed all fracture surfaces were consistent with overload. According to a witness, the airport was in a 'black hole,' surrounded by mountainous terrain with few ground lights for reference. In the last 7 years the pilot logged 0.4 hours of simulated instrument, and 4.7 hours of night. According to the Instrument Flying Handbook, illusions in flight can be created by motion and certain visual scenes. Illusions may lead the pilot to maneuver the aircraft into a dangerous attitude.
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: single-engine land
- Flight time: 563 hours in all; 20 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 496 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,560 hours
- Last inspection: annual inspection, October 2, 1998; 85 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: BML Berlin NH
- Destination: 47N Manville NJ
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: overcast at 6,500 ft; not recorded
- Temperature: 19°F (-7°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
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.