Piper PA-34-220T accident near Nantucket, Massachusetts, September 2, 1999
On September 2, 1999 at about 9:54 pm local time, a Piper PA-34-220T, registered N6915Z, was substantially damaged in an accident near Nantucket, Massachusetts (Nantucket Memorial 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 recovery from a bounced landing which resulted in a hard landing and the fracture and collapse of the right main landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 1999 · about 9:54 pm local time
- Place
- Nantucket, Massachusetts · Nantucket Memorial
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-220T · all PA-34-220Ts on the register
- Registration
- N6915Z · registry record · serial 34-8533003
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew in VFR conditions and completed a visual approach to Runway 06. The pilot stated the landing was 'a little bumpier than some, but not a hard landing' and that the airplane 'ballooned' before its final touchdown. After the final touchdown, the right main landing gear collapsed and the airplane veered off the side of the runway. Examination of the landing gear revealed a fracture in the web area of the trunnion. An Airworthiness Directive and a service bulletin from the manufacturer called for inspection of the web area for cracks, 'To prevent collapse of the main landing gear caused by cracked trunnions, which could result in airplane damage.' Detailed metallurgical examination of the landing gear revealed that the fractures were due to overstress and that no pre-existing fractures were observed.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,000 hours in all; 25 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 5,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,660 hours
- Last inspection: annual inspection, June 30, 1999; 20 hours since
- Maximum gross weight: 4,570 lb
- Seats: 7
- Landing gear: retractable
- Engine: Continental TSIO-360 (piston); 0 hours total
The flight
- Departed from: BWI Baltimore MD at 8:00 pm
- Destination: ACK
- Flight plan: IFR
- Runway 6, 6,303 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from ACK
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.
Other NTSB records under N6915Z the same tail number, which may have belonged to a different aircraft at the time
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.