Piper PA-28-161 accident near Northampton, Massachusetts, November 21, 1993
On November 21, 1993 at about 6:56 pm local time, a Piper PA-28-161, registered N3011F, was destroyed in an accident near Northampton, Massachusetts. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE AIR TRAFFIC CONTROL (ATC) FACILITY TO IDENTIFY AND PROVIDE THE REQUIRED TRAFFIC INFORMATION TO THE JUMP AIRCRAFT BEFORE RELEASE OF THE JUMPER(S). A FACTOR RELATED TO THE ACCIDENT WAS: INADEQUATE VISUAL LOOKOUT BY THE PILOT OF THE JUMP AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 1993 · about 6:56 pm local time
- Place
- Northampton, Massachusetts
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N3011F · registry record · serial 28-7916211
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A PIPER PA-28, N3011F, WAS IN VFR CRUISE FLIGHT HEADING EASTBOUND AT ABOUT 5700' MSL, AS A CESSNA 210 (PARACHUTE JUMP PLANE) HAD JUST COMPLETED A CLEARING TURN TO A WESTBOUND HEADING, INTO THE SUN, AT 7300' MSL. A PARACHUTIST JUMPED FROM THE JUMP PLANE & STRUCK THE VERTICAL STABILIZER OF THE PA-28 AFTER A FEW SECONDS OF FREE FALL. CONTROL OF THE PA-28 WAS LOST, & IT CRASHED IN AN UNCONTROLLED DESCENT. THE JUMP PLANE WAS IN RADAR & RADIO COMMUNICATION WITH AIR TRAFFIC CONTROL (ATC) IN ORDER TO RECEIVE TRAFFIC ADVISORIES PER THE FAA ATC CONTROLLER'S HANDBOOK. THE PA-28 WAS RECORDED ON RADAR. NO ADVISORIES WERE ISSUED TO THE JUMP PLANE AFTER THE PILOT CALLED '1 MINUTE PRIOR TO JUMP.' TESTS SHOWED THAT ONE TRANSCEIVER IN THE PA-28 WAS TUNED TO 120.30 MHZ; A WARNING FOR PARACHUTE JUMPING WAS GIVEN OVER THIS FREQUENCY. A 1/8' PARACHUTE SYMBOL (COLORED BLUE) WAS DEPICTED ON THE SECTIONAL CHART AND WAS SUPERIMPOSED OVER A RIVER (ALSO COLORED BLUE). THE CONTROLLER WAS RECEIVING ON-THE-JOB TRAINING FROM A FULL PERFORMANCE CONTROLLER.
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: 177 hours in all; 177 in this make and model; 14 in the last 90 days; 1 in the last 30 days; 120 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,212 hours
- Last inspection: 100-hour inspection, August 25, 1993; 68 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
The flight
- Departed from: 46N Red Hook NY at 6:00 pm
- Destination: BED Bedford MA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 14 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 6:53 pm from BDL, 24 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.