Piper PA-24-250 accident near Middlefield, Ohio, June 20, 2026

The NTSB's narrative preliminary · quoted from the NTSB record

On June 20, 2026, about 1535 eastern daylight time, a Piper PA-24-250, N6403P, was substantially damaged when it was involved in an accident near Middlefield, Ohio. The pilot and two passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. A surveillance camera showed the airplane taxiing from an airport ramp at Youngstown/Warren Regional Airport (YNG), Youngstown/Warren, Ohio at 1520. Witnesses reported that the airplane’s intended destination was Geauga County Airport (7G8), Middlefield, Ohio, which was about 21 nm northwest of YNG (see figure 1). Figure 1. Preliminary overhead view of accident flight track. Preliminary ADS-B data revealed that the airplane departed runway 23 at YNG about 1524 and maneuvered to the northwest. The airplane then climbed to a cruise altitude of about 2,300 ft mean sea level (msl). About 5 nm west of 7G8, the airplane turned to the west and initiated a descent from about 2,700 ft msl for a straight in approach for runway 29 at 7G8. About two miles from the departure end of runway 29, about 1,520 ft msl, the airplane started a descending right turn (see figure 2). The flight track data ceased about 1 nm east of runway 29, at an altitude of 1,345 ft msl, and at a groundspeed of approximately 63 knots. Figure 2. Preliminary profile view of final segment of accident flight track. A review of preliminary air traffic control (ATC) audio revealed that the airplane was receiving visual flight rules (VFR) flight following services from ATC. Shortly after the airplane established cruise flight, ATC issued the pilot an advisory for an area of depicted moderate weather 4 miles northwest of YNG, extending about 7 miles northwest, moving to the southeast. The pilot received further instructions to deviate as necessary to avoid weather and subsequently responded to the controller that they could see through the precipitation, which appeared to be light. About 9 miles east of 7G8, ATC advised the location of their destination airport. The pilot responded that they did not have the airport environment in sight and requested to cancel flight following. Radar services were then terminated at 1529, and the pilot was advised to set his transponder to 1200 and change to the advisory frequency. At 1535, about 1,400 ft msl, the airplane dropped off radar coverage. No further communication with the airplane was noted after this time. A witness reported that the she saw the airplane cross above the tree line into her property from east to west in a straight and level attitude. Shortly after, she noted that the right wing dipped, while descending slightly, then she observed the airplane briefly return to a level roll attitude. She stated that the airplane made a sharp right turn followed by a steep, nose down descent into a field. The airplane was located 1 nautical mile east of 7G8 in an area of open cow pasture at an elevation of about 1,130 ft msl. The debris path was 50 ft long by 40 ft wide and was oriented on a northeast heading. All major components of the airplane were found within the debris path. The first identified point of contact (FIPC) was a ground scar with blue transfer mark, consistent with impact of the right tip tank, which was found separated about 30 ft northwest of the FIPC. A larger ground scar, consistent with impact of the engine was located about 23 feet northeast of the FIPC. The main wreckage was about 50 feet from the FPIC and consisted of the fuselage, wings, empennage and engine (see figure 3). Figure 3. View of the accident airplane at rest in a grassy cow pasture. The fuselage exhibited impact damage from the firewall to the lower cabin. All windows, including the windscreen, were separated from the airframe. Flight control cable continuity for the rudder, elevator, and ailerons was confirmed from the cockpit to each of the respective flight control surfaces. The left wing was partially attached to the fuselage with chordwise wrinkles and crush damage from midspan to the wing tip. The damage extended from the left wing leading edge to the trailing edge. The flap and aileron both remained attached to the wing at their respective hinges. The right wing remained partially attached to the fuselage and had been torn chordwise about midspan. Chordwise wrinkles and crush damage were observed along the midspan of the wing which extended from the leading edge to the trailing edge. The flap and aileron both remained attached to the wing by their respective hinges. The empennage remained mostly intact with the vertical stabilizer attached to the tailcone and the rudder remained attached to the vertical stabilizer by its hinges. No damage was observed to the vertical stabilizer or the rudder. The stabilator remained attached to the tailcone bulkhead at its hinges. The engine remained attached to the fuselage. All components and accessories remained secured to their respective mounting pads, with exception of the right magneto, carburetor, and airbox, which were all found within the engine compartment. The three-blade, aluminum, constant speed propeller remained attached to the crankshaft propeller flange. Two blades appeared intact and undamaged. The third blade was dislodged in the hub and bent aft.  The airplane and engine were recovered to a secured facility for further examination.

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.

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