Piper PA-28-235 accident near Tulsa, Oklahoma, August 24, 1996
On August 24, 1996 at about 5:30 pm local time, a Piper PA-28-235, registered N8565W, was substantially damaged in an accident near Tulsa, Oklahoma (Harvey Young airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
low fluid level in the hydraulic reservoir, due to inadequate maintenance/inspection, which resulted in an inoperative brake system. Factors relating to the accident were: the down sloping runway, and trees at the departure end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 1996 · about 5:30 pm local time
- Place
- Tulsa, Oklahoma · Harvey Young · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-235 · all PA-28-235s on the register
- Registration
- N8565W · no longer on the register · serial 28-10077
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he executed a normal approach with two notches of flaps. He added that as 'he pulled the brake handle after touching down, the handle came all the way back and [he] realized the brakes had failed.' The pilot added that he pumped the brake handle a few more times in an attempt to stop, but without success. The pilot further stated that he elected not to abort the landing, because he was too far down the runway and too close to the 25 foot trees, obstructing the departure end of the runway. The airplane subsequently overran the 300 foot grass overrun area and impacted a tree stump and bushes. No tire skid marks were found on the freshly sealed 2,580 foot asphalt runway. Postaccident examination of the airplane confirmed that the brake fluid reservoir was empty. A review of the aircraft maintenance records revealed that maintenance was performed on the brake system during the last annual inspection, which was completed 12 flight hours prior to the accident. The runway sloped downhill in the direction of landing.
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: 483 hours in all; 9 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,313 hours
- Last inspection: 100-hour inspection, April 23, 1996; 12 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: PGR Paragould AR at 3:30 pm
- Destination: 1H6
- Flight plan: VFR
- Runway 35, 2,580 ft by 20 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from TUL, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.