Piper PA-24-400 accident near Jackson, Wyoming, May 1, 1998
On May 1, 1998 at about 4:30 pm local time, a Piper PA-24-400, registered N8536P, was substantially damaged in an accident near Jackson, Wyoming (Jackson Hole airport). 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 pilot's misjudgment of distance and speed, while approaching to land; his failure to attain a proper touchdown point for landing; and his failure to go around, while there was sufficient runway remaining. A related factor was the uneven terrain, which was encountered beyond the 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
- May 1, 1998 · about 4:30 pm local time
- Place
- Jackson, Wyoming · Jackson Hole
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-400 · all PA-24-400s on the register
- Registration
- N8536P · registry record · serial 26-117
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he was 'breaking in a new engine' and he did not reduce power fast enough. The airplane landed long on runway 18, which was 6,299 x 150 feet, asphalt, porous friction course overlay. He said he realized he was not going to be able to stop the airplane on the runway that remained, and also realized he did not have sufficient speed to abort the landing. Heavy braking caused the left tire to blow out, and the airplane departed the end of the runway. The left main landing gear collapsed when the airplane traversed a large dip at the end of the runway, and the airplane slid to a halt approximately 100 feet beyond. Airport officials reported finding 1,400 feet of skid marks. A light and variable wind was reported at the time of the accident. The pilot attributed the accident to his error in judgment. His recommendation: 'Always land near the threshold, leaving as much runway as possible. Pretty basic.'
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: 275 hours in all; 35 in this make and model; 9 in the last 90 days; 200 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,986 hours
- Last inspection: annual inspection, April 23, 1998; 3 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-720-A1A (piston); 0 hours total
The flight
- Departed from: PVU Provo UT at 3:00 pm
- Destination: JAC
- Flight plan: VFR
- Runway 18, 6,299 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 23°F (-5°C)
- Altimeter: 30.00 inHg
- Observation at 3:35 pm from JAC
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.