Piper PA-28R-180 accident near Edgartown, Massachusetts, July 19, 1997
On July 19, 1997 at about 7:30 pm local time, a Piper PA-28R-180, registered N4530J, was substantially damaged in an accident near Edgartown, Massachusetts (Katama Airpark airport). It was a personal 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 inadequate compensation for wind conditions and his failure to maintain directional control. Related factors were the crosswind, wind gusts and high vegetation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 1997 · about 7:30 pm local time
- Place
- Edgartown, Massachusetts · Katama Airpark
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N4530J · no longer on the register · serial 28R30388
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot started his takeoff roll and lifted the nose of the airplane from the uneven, rough, turf runway, with a crosswind from the left. The airplane was aligned with the intended takeoff direction for about 528 feet, then it veered off the left side for an additional 776 feet, and collided with shrubs. According to the pilot, he lifted the nosewheel to protect it from the rough runway, and when the airplane initially drifted to the right, he corrected with left rudder, and left main wheel brake. The airplane then veered off the left side of the runway. The pilot reported that there was no mechanical malfunction with the airplane or the engine. The reported winds at the time of the accident were 270 degrees at 16 knots with wind gusts to 23 knots. The FAA reported a substantial dip in the turf runway, about the point where the airplane began to drift to the left.
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; instrument: airplane
- Flight time: 2,021 hours in all; 1,662 in this make and model; 12 in the last 90 days; 7 in the last 30 days; 1,802 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,197 hours
- Last inspection: annual inspection, January 23, 1997; 122 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-B1E (piston); 0 hours total
The flight
- Departed from: 1B2 at 7:30 pm
- Flight plan: IFR
- Runway 24, 2,700 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 16 knots, gusting 23
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from MVY, 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.