Piper PA-28RT-201 accident near Willimantic, Connecticut, May 2, 1993
On May 2, 1993 at about 9:45 pm local time, a Piper PA-28RT-201, registered N81529, was substantially damaged in an accident near Willimantic, Connecticut (Windham Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOT TO FOLLOW EMERGENCY PROCEDURES TO ENSURE THAT THE GEAR WAS LOCKED. A FACTOR RELATED TO THE ACCIDENT WAS THE TOTAL ELECTRICAL FAILURE AND THE CONSTRUCTION SITE LOCATED BESIDE THE RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1993 · about 9:45 pm local time
- Place
- Willimantic, Connecticut · Windham Airport
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28RT-201 PA-28RT-20 · all PA-28RT-201s on the register
- Registration
- N81529 · registry record · serial 28R-8018036
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE IN CRUISE DURING A CROSS COUNTRY FLIGHT, THE AIRPLANE LOST TOTAL ELECTRICAL POWER. THE FLIGHT WAS CONTINUED TO ITS PLANNED DESTINATION. WHILE IN THE PATTERN, THE LANDING GEAR WAS EXTENDED AT 95 KNOTS INDICATED AIRSPEED. DURING THE LANDING, THE LEFT MAIN GEAR COLLAPSED AND THE AIRPLANE SKIDDED INTO A CONSTRUCTION SITE. THE AIRPLANE IMPACTED CONSTRUCTION MATERIAL AND THE RIGHT MAIN GEAR WAS TORN AWAY FROM THE RIGHT WING STRUCTURE. POST ACCIDENT EXAMINATION OF THE AIRPLANE'S ELECTRICAL SYSTEM REVEALED THAT A BATTERY WIRE LEADING TO THE ALTERNATOR HAD FAILED NEAR THE ALTERNATOR. THE LANDING GEAR WAS TESTED WITH NO ANOMALIES NOTED. THE PILOT OPERATING HANDBOOK STATED THAT THE EMERGENCY GEAR LEVER MUST BE HELD IN THE DOWNWARD POSITION FOR EMERGENCY EXTENSION. THE PILOT OPERATING HANDBOOK ALSO STATED THAT AN AIRSPEED OF 87 KNOTS SHOULD BE ATTAINED BEFORE TRYING TO EXTEND THE GEAR DURING AN EMERGENCY EXTENSION.
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: single-engine land; instrument: airplane
- Flight time: 237 hours in all; 22 in this make and model; 22 in the last 90 days; 11 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,485 hours
- Last inspection: annual inspection, April 5, 1993; 26 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C6 (piston); 0 hours total
- Operator: Windham Aviation INC
The flight
- Departed from: ACK Nantucket MA at 8:30 pm
- Destination: IJD
- Flight plan: none
- Runway 18, 2,797 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.