Cessna 172P accident near Edgartown, Massachusetts, July 18, 1993
On July 18, 1993 at about 8:20 pm local time, a Cessna 172P, registered N52858, was substantially damaged in an accident near Edgartown, Massachusetts (Katama Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT FAILED TO MAINTAIN DIRECTIONAL CONTROL DURING TAKEOFF. OTHER RELATED FACTORS WERE: THE TAILWIND, AND THE GROSS WEIGHT OF THE AIRPLANE BEING EXCEEDED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 1993 · about 8:20 pm local time
- Place
- Edgartown, Massachusetts · Katama Airpark
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N52858 · registry record · serial 17274622
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT AND THREE PASSENGERS WERE TAKING OFF ON RUNWAY 3 WHEN THE AIRPLANE EXITED THE RUNWAY AND COLLIDED WITH PINE TREES. THE PILOT STATED THAT HE HAD COMPLETED HIS PREFLIGHT INSPECTION WHICH INCLUDED A WEIGHT AND BALANCE CHECK. HE ALSO STATED THAT DURING THE TAKEOFF ROLL, THE AIRCRAFT WAS, 'PUSHED FORCEFULLY FORWARD AND TO PORT BY A REAR RIGHT CROSSWIND.' HE STATED THAT HE WAS UNABLE TO KEEP THE AIRCRAFT ON THE RUNWAY, SO HE PULLED THE POWER OFF AND THE AIRCRAFT CAME TO REST IN AN OPEN FIELD. HE STATED THAT THERE WAS NO MECHANICAL MALFUNCTION. AN FAA INSPECTOR REPORTED THAT THE PILOT WAS TAKING OFF DOWNWIND ON A 4000 FOOT LONG TURF STRIP. HE STATED THAT THE AIRPLANE NEVER GAINED ALTITUDE AND EXITED THE RUNWAY WITH FULL POWER THROUGH SMALL PINE TREES SHEARING OFF THE LEFT MAIN GEAR. THE PILOT PROVIDED THE PASSENGERS' WEIGHTS TO THE FAA. THE WEIGHT AND BALANCE WAS CALCULATED BY THE FAA INSPECTOR, USING THE CESSNA PERFORMANCE CHARTS. HIS CALCULATIONS REVEALED THAT THE AIRPLANE WAS OVER GROSS WEIGHT BY 40 LBS, AND OUTSIDE THE CENTER OF GRAVITY ENVELOPE.
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
- Flight time: 223 hours in all; 120 in this make and model; 9 in the last 90 days; 2 in the last 30 days; 136 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,580 hours
- Last inspection: annual inspection, August 15, 1992; 310 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2G (piston); 0 hours total
- Operator: Paramus Flying Club
The flight
- Departed from: 1B2 at 8:00 pm
- Destination: TEB Teterboro NJ
- Flight plan: none
- Runway 3, 4,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 15 statute miles
- Sky: scat at 3,000 ft
- Temperature: 75°F (24°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 8:45 pm from MVY, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.