Piper PA-32-260 accident near College Park, Maryland, October 4, 1997
On October 4, 1997 at about 12:40 pm local time, a Piper PA-32-260, registered N7730J, was destroyed in an accident near College Park, Maryland (College Park airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot failed to maintain control of the airplane during landing rollout and his delayed decision to abort the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 4, 1997 · about 12:40 pm local time
- Place
- College Park, Maryland · College Park · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N7730J · no longer on the register · serial 32-1132
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot remarked that all systems on the airplane were fully operational and the flight to his destination went uneventfully. He descended to 1,500 feet MSL and entered the traffic pattern on the downwind leg. He selected 10 degrees of flaps on base leg, and while crossing the 194 foot displaced threshold for the 2,610 foot runway, noticed that the airspeed was slow. During the flair for landing, the pilot closed the throttle, and remembered rolling out on the grass next to the runway. While attempting to remain parallel to the runway, the pilot aborted the landing. The airplane accelerated after raising the flaps, and once airborne, the pilot recalled 'the airplane did not seem to climb, and the engine sounded correct for full power.' The airplane was seen in a nose high attitude, wings rocking as it impacted a 20 foot high embankment at the departure end of runway. No mechanical anomalies were found with the airframe or engine.
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: 200 hours in all; 6 in this make and model; 150 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,180 hours
- Last inspection: annual inspection, September 24, 1997; 15 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming O-540-E4B5 (piston); 0 hours total
- Fire on the ground
- Operator: Airways, INC
The flight
- Departed from: LNS Lancaster PA at 11:30 am
- Destination: CGS
- Flight plan: none
- Runway 33, 2,610 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 6 knots
- Visibility: 7 statute miles
- Sky: scat at 25,000 ft
- Temperature: 61°F (16°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 12:55 pm from ADW, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 4 |
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.