Piper PA-28-161 accident near Culver, Indiana, April 13, 2001
On April 13, 2001 at about 8:25 pm local time, a Piper PA-28-161, registered N3573S, was substantially damaged in an accident near Culver, Indiana (Fleet Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the CFI delayed remedial action during the takeoff. Additional factors were the wrong runway was selected, the tailwind, and the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2001 · about 8:25 pm local time
- Place
- Culver, Indiana · Fleet Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N3573S · registry record · serial 28-801691
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted trees when it veered off runway 16 after an aborted takeoff during an instructional flight. During takeoff, the airplane climbed to an altitude of 5 feet above the runway before settling back onto the runway. The certified flight instructor took control of the airplane and applied maximum braking but was unable to stop. He then veered the airplane off the runway in an attempt to avoid running off a steep slope and a swamp located beyond the end of the runway. Winds reported at a weather station located 34 miles northeast of the airport were 260 at 7 kts. There are several FAA publications which address settling onto the runway after liftoff in regards to high rotational rates, rotation speed, ground effect, and downwind takeoffs.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,474 hours in all; 1,254 in this make and model; 4 in the last 90 days; 11 in the last 30 days; 1,254 as pilot in command; 1,092 on instruments
- Last flight review: July 8, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Co-pilot
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Injury: no injuries
The aircraft
- Airframe total time: 7,531 hours
- Last inspection: annual inspection, January 31, 2001; 55 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: IN73 Culver IN
- Flight plan: none
- Runway 16, 2,400 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 36°F (2°C)
- Altimeter: 30.12 inHg
- Observation at 7:53 pm from GSH, 34 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.