Diamond Aircraft Industries DA20-A1 accident near West Palm Beach, Florida, October 21, 1997
On October 21, 1997 at about 4:20 pm local time, a Diamond Aircraft Industries DA20-A1, registered N534SS, was substantially damaged in an accident near West Palm Beach, Florida (Palm Beach International airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadvertent use of the wrong runway, and his improper decision to continue the approach behind a large airplane (MD-80), which resulted in a wake turbulence encounter, loss of aircraft control, and collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 1997 · about 4:20 pm local time
- Place
- West Palm Beach, Florida · Palm Beach International · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA20-A1
- Registration
- N534SS · no longer on the register · serial 10108
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot of a small airplane (Diamond Aircraft Industries DA20-A1) he was cleared to land on 27R. While on final approach at about 200 feet, a large airplane (MD-80) passed close to him on the right. The controller warned the pilot of possible wake turbulence. The airplane then rolled and crashed into the ground. During an investigation, an FAA inspector stated (and air traffic control audio tapes confirmed) that the pilot had been cleared to land on runway 27L, and he had been advised that his traffic was an MD-80, landing on 27R. After being cleared to land on 27L, the airplane deviated towards runway 27R. The FAA inspector stated that air traffic controllers observed the nose of the airplane go up, then the airplane rolled left and impacted the ground in a left wing low and partially inverted attitude.
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: multi-engine land; single-engine land
- Flight time: 80 hours in all; 55 in this make and model; 80 in the last 90 days; 30 in the last 30 days; 31 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 721 hours
- Last inspection: annual inspection, October 13, 1997; 31 hours since
- Maximum gross weight: 1,609 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912F3 (piston); 0 hours total
The flight
- Departed from: MLB Melbourne FL at 3:00 pm
- Flight plan: none
- Runway 27L, 7,989 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 12,000 ft
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from PBI, 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.
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.