Piper PA-61P accident near Norfolk, Virginia, October 29, 1983
On October 29, 1983 at about 3:45 pm local time, a Piper PA-61P, registered N9531Q, was substantially damaged in an accident near Norfolk, Virginia (Norfolk International airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1983 · about 3:45 pm local time
- Place
- Norfolk, Virginia · Norfolk International
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-61P
- Registration
- N9531Q · no longer on the register · serial 61P-0354-109
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT DURING THE TAKEOFF ROLL THE AIRSPEED HAD ACCELERATED THROUGH 128 KTS, BUT AS THE TAKEOFF CONTINUED THE AIRSPEED DROPPED TO 115 KTS & REMAINED BETWEEN 100-115 KTS. AFTER ROTATION THE ACFT WOULD NOT CLIMB OR ACCELERATE ABOVE 100-115 KTS. THE PLT RECHECKED THE POWER PLANT CONTROLS & ACFT SYSTEMS OPERATIONS. THE ACFT WOULD ONLY CLIMB TO ABOUT 20 FT AGL. THE PLT ELECTED TO ABORT THE TAKEOFF WITH ABOUT 1200 FT OF RUNWAY REMAINING. THE ACFT TOUCHED DOWN & THE PLT APPLIED MAXIMUM BRAKING, BUT THE ACFT RAN OFF THE END OF THE RWY COLLAPSING THE LANDING GEAR. THE PLT REPORTED APPLYING RIGHT RUDDER TO MAINTAIN DIRECTIONAL CONTROL DURING THE ATTEMPTED CLIMBOUT, BUT NO MALFUNCTION OF THE LEFT ENG WAS FOUND. ACCORDING TO THE OWNER'S MANUAL THE ACCELERATE STOP DISTANCE WAS AMPLE.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,395 hours in all; 60 in this make and model; 227 in the last 90 days; 3,276 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,325 hours
- Last inspection: annual inspection, September 10, 1983; 47 hours since
- Maximum gross weight: 5,700 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-51AS (piston); 0 hours total
The flight
- Departed from: ORF Norfolk VA at 4:45 pm
- Destination: PBI West Palm Beach FL
- Flight plan: none
- Runway 32, 4,876 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 13 knots
- Visibility: 8 statute miles
- Sky: not recorded; not recorded
- Temperature: 66°F (19°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 7:20 pm from ORF, 1 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.
Other NTSB records under N9531Q the same tail number, which may have belonged to a different aircraft at the time
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.