Piper PA-30 accident near Austin, Texas, April 12, 2011
On April 12, 2011 at about 6:45 pm local time, a Piper PA-30, registered N171ST, was substantially damaged in an accident during landing (landing roll) near Austin, Texas (Austin-Bergstrom International airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s loss of directional control during landing which resulted in a runway excursion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 12, 2011 · about 6:45 pm local time
- Place
- Austin, Texas · Austin-Bergstrom International · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N171ST · registry record · serial 30-1195
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he lost directional control of the airplane while landing. He said that the airplane exited the side of the runway, and impacted several signs. The nose landing gear collapsed and the airplane came to rest in an upright, nose down position. The airplane’s right wing and fuselage sustained substantial damage. The pilot said that prior to touchdown the airplane encountered a gust of wind. He reported that there were no mechanical malfunctions or failures with the airplane.
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
What happened, in order
- Loss of control on ground during landing (landing roll) defining event
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
- Landing gear collapse during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 130 hours in all; 40 in this make and model; 50 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming IO-320 SERIES (piston); 0 hours total
- Engine 2: Lycoming IO-320 SERIES (piston); 0 hours total
The flight
- Departed from: SHV Shreveport LA at 5:30 pm
- Destination: AUS Austin TX
- Flight plan: VFR
- Runway 17L, 9,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 15,000 ft
- Temperature: 81°F (27°C), dew point 37°F (3°C)
- Altimeter: 30.09 inHg
- Observation at 6:53 pm from AUS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.