On October 3, 1999, about 1215 Eastern Daylight Time, a Piper PA-60-700P, N407SA, was substantially damaged while landing at the Greenville Municipal Airport (3B1), Greenville, Maine. The certificated commercial pilot and passenger were not injured. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed for the flight that departed the Laurence G. Hanscom Airport, Bedford, Massachusetts, about 1115. The personal flight was conducted under 14 CFR Part 91. The Greenville Municipal Airport was serviced by two runways. Runway 03/21, and Runway 14/32. At the time of the accident, runway 14/32 was closed, and a Notice To Airmen (NOTAM) had been issued. In a written statement, the pilot said he obtained a weather briefing and reviewed NOTAMS before the flight using "Destination Direct Flight Planning Software" and he did not see the NOTAM for 3B1. Approximately 20 minutes before landing, he checked the weather at Bangor (BGR), Maine, and planned to land on runway 14, a 3,999 foot long, 75 foot wide, asphalt runway. The pilot descended to 6,000 feet MSL, where he entered visual flight rules (VFR) conditions. The pilot then cancelled his IFR clearance and made a straight-in, visual approach to the runway, utilizing the Precision Approach Path Indicator (PAPI) lights, which were operational. The pilot further stated: "...The aircraft passed over the numbers and touched down approximately 500 to 600 feet from the approach end of the runway. I was not able to see any of the construction due to the significant crown to the runway, so I began normal braking. Upon reaching the crown in the runway, I observed debris [on] the runway, and immediately applied maximum braking. The wheels locked up and it became apparent that the plane could not be stopped prior to reaching the debris...." The airplane struck a lighted barricade and it's left wing contacted a 5 to 6 foot high pile of gravel located about 3,100 feet beyond the approach end of Runway 14. Examination of the accident site by a Federal Aviation Administration Inspector (FAA), revealed that an orange colored "X" had been placed on the approach end of Runway 32. There were no markings present on the approach end of Runway 14. In an interview with an FAA Inspector, the pilot stated he re-checked the NOTAMS for 3B1 after the accident, and observed the NOTAM for the closed runway. The pilot said it was possible that he did not scroll all the way down the computer screen when he originally checked the NOTAMS. Winds reported at BGR, which was located about 50 miles southeast of the accident site, at 1153, were from 210 degrees, at 4 knots.