Piper PA-28R-200 accident near Flushing, Michigan, June 10, 2000
On June 10, 2000 at about 6:05 pm local time, a Piper PA-28R-200, registered N2379T, was substantially damaged in an accident near Flushing, Michigan (Dalton 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
altitude/clearance from the trees not being obtained/maintained by the pilot during the initial climb after takeoff. Factors to the accident were the inadequate preflight planning/preparation by the pilot, including takeoff performance data not being calculated, the correct procedures/directives for a short field takeoff with obstacles not being followed by the pilot, the trees, and the encountered stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 2000 · about 6:05 pm local time
- Place
- Flushing, Michigan · Dalton Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N2379T · no longer on the register · serial 28R7135221
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot attempted to takeoff from a 2,510-foot long runway with trees at the end, at a weight near maximum gross-weight, with a 2,785-feet density altitude. The aircraft stalled at the end of the runway, at treetop level, subsequently impacting the trees and terrain. The pilot reported that he selected 10-degrees of flaps for the takeoff. The Pilot's Operating Handbook (POH) for the accident aircraft indicates that 25-degrees of flap is to be used for short-field takeoffs that have obstacles and that the landing gear to be retracted after lift-off. Post-accident investigation revealed that the landing gear was fully extended and the flaps were at 10-degrees (first notch). According to the POH, utilizing a calculated density altitude of 2,785-feet and 25-degrees of flaps used during the takeoff, the distance to clear a 50-foot obstacle was approximated at 2,250-feet. Utilizing the same density altitude but 0-degrees of flaps used for the takeoff, the distance to clear a 50-feet obstacle was approximated at 2,500-feet. The takeoff calculations were based on a takeoff from a paved, dry, level runway and at the aircraft's certified maximum gross weight of 2,600-lbs.
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: 92 hours in all; 17 in this make and model; 30 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,241 hours
- Last inspection: annual inspection, December 13, 1999; 34 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-CIC (piston); 0 hours total
The flight
- Departed from: 3DA at 6:05 pm
- Destination: ERY Newberry MI
- Flight plan: none
- Runway 18, 2,510 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 11 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 190°F (88°C), dew point 151°F (66°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 pm from FNT, 6 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.