Piper PA-34-200T accident near Cheyenne, Wyoming, May 17, 1995
On May 17, 1995 at about 2:32 am local time, a Piper PA-34-200T, registered N2883D, was destroyed in an accident near Cheyenne, Wyoming. It was a positioning flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain sufficient altitude/clearance from rising terrain. Factors relating to the accident were: low light conditions at dusk, low ceilings with thunderstorms in the area, and continued flight by the pilot into adverse weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 1995 · about 2:32 am local time
- Place
- Cheyenne, Wyoming · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N2883D · no longer on the register · serial 34-7970323
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot contacted Cheyenne approach control at dusk and reported he was 24 miles north of the airport for landing. He was advised '...there is a thunderstorm in the vicinity of the airport north through northeast moving north occasional lightning cloud to ground and a previous aircraft reported severe turbulence.' The pilot acknowledged, then there was no further communication with the aircraft. It was subsequently reported as missing. Personnel responding to an emergency locator transmitter (ELT) signal reported an extremely low ceiling. The aircraft wreckage was found the next morning about 15 miles north of Cheyenne Airport. Investigation revealed the airplane had impacted gently rising terrain. Wreckage was oriented in a 610' long pattern on a southeasterly heading. Slash marks from both propellers were found, beginning at the initial ground impact point. No preimpact malfunction of the airplane was found. Samples taken from the pilot's remains tested positive for three over-the-counter medications, one of which is not approved for use while flying an airplane; however, the concentrations were so low that they were not quantified.
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: 6,700 hours in all; 330 in this make and model; 28 in the last 90 days; 4 in the last 30 days; 6,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,143 hours
- Last inspection: annual inspection, April 6, 1995; 45 hours since
- Maximum gross weight: 4,570 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360-EB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CPR Casper WY at 1:41 am
- Destination: CYS WY
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 350° at 18 knots, gusting 27
- Visibility: 15 statute miles
- Sky: broken clouds at 4,000 ft; scat at 1,000 ft
- Temperature: 46°F (8°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 2:05 am from CYS, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.