Piper PA-28-140 accident near Adams, New York, July 15, 2011
On July 15, 2011 at about 7:45 pm local time, a Piper PA-28-140, registered N7516R, was substantially damaged in an accident during landing (flare/touchdown) near Adams, New York (Butterville airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's loss of directional control during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 2011 · about 7:45 pm local time
- Place
- Adams, New York · Butterville · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N7516R · no longer on the register · serial 28-22073
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing flare, the airplane veered to the right approximately 20 degrees. The pilot initially added full engine power to execute a go-around; however, after the airplane continued to veer to the right he elected to reduce the power and land. The airplane subsequently struck a turf roller and the ground which resulted in substantial damage to the right wing and fuselage. The pilot reported that he did not experience any mechanical malfunctions that would have precluded normal operation.
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 in flight during landing (flare/touchdown) defining event
- Runway excursion during landing (flare/touchdown)
- Collision during takeoff/land during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 861 hours in all; 500 in this make and model
- Last flight review: June 9, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,441 hours
- Last inspection: annual inspection, September 1, 2010
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: 7NY2 Adams NY
- Destination: 7NY2 Adams NY
- Flight plan: none
- Runway 26, 2,700 ft by 45 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 57°F (14°C)
- Altimeter: 30.05 inHg
- Observation at 7:56 pm from ART, 9 miles away
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.