Piper PA28R-180 accident near Seven Springs, Pennsylvania, August 8, 1999
On August 8, 1999 at about 7:10 pm local time, a Piper PA28R-180, registered N3892T, was substantially damaged in an accident near Seven Springs, Pennsylvania (Seven Springs airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to obtain a rate of climb after takeoff due to spatial disorientation. Factors in this accident were low ceilings, fog, and the pilot's lack experience in instrument meteorological conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 1999 · about 7:10 pm local time
- Place
- Seven Springs, Pennsylvania · Seven Springs · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA28R-180 · all PA28R-180s on the register
- Registration
- N3892T · registry record · serial 28R-30221
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff in instrument meteorological conditions, the airplane impacted trees, which were located about 1/2 mile from the airport and below the runway elevation. Examination of the wreckage did not reveal any pre-impact malfunctions of the airframe or engine. The pilot obtained his instrument rating about 1 year prior to the accident, and had 'very little, if any' actual flight experience in IMC. The elevation at the departure airport was 2,907 feet. A weather observation recorded at an airport which had a field elevation of 2,284 and was located about 30 miles northeast of the accident site included, visibility 1/2 statue miles with light rain and mist; Ceiling 700 broken, 1,200 broken, 1,700 overcast; Temperature 68 degrees F; Dewpoint 66 degrees F. Additionally, a witness in the area of the departure airport reported that the weather conditions were foggy with intermittent rain.
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; instrument: airplane
- Flight time: 550 hours in all; 80 in the last 90 days; 26 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,635 hours
- Last inspection: annual inspection, November 20, 1998; 121 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-B1E (piston); 0 hours total
The flight
- Departed from: 7SP at 7:10 pm
- Destination: LOU Louisville KY
- Flight plan: IFR
- Runway 28, 3,045 ft by 42 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 5 knots
- Visibility: 0.5 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 68°F (20°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 7:02 pm from JST, 29 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.