Piper PA-28-181 accident near Sarasota, Florida, March 30, 1997
On March 30, 1997 at about 6:30 pm local time, a Piper PA-28-181, registered N109LD, was substantially damaged in an accident near Sarasota, Florida (Sarasota/Bradenton 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
a loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 30, 1997 · about 6:30 pm local time
- Place
- Sarasota, Florida · Sarasota/Bradenton · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N109LD · registry record · serial 28-79990292
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot noticed he was low on final approach and added power. When he advanced the throttle he said 'there was no power.' He observed that the engine RPM was 'low.' He then attempted to 'operate the throttle,' switched fuel tanks, and still had no power. The pilot could not maintain altitude, so elected to land short of the runway on grass. As the airplane touched down in the grass, the main landing gear caught a ditch, continued on the grass for about 100 yards, veered left, and the wing struck a fence post. According to the FAA inspector's statement; '...the first time the pilot stated he turned on the boost pump, reduced throttle and turned base on final. [The] pilot realized [the] approach would be short. He applied throttle with no engine response.' The second time the pilot was asked to recount the events, the pilot added, 'I applied carb heat.' Fuel was found in both tanks, the fuel selector was selected to the 'Right' tank, and fuel was found in the gascolator. The engine was test run and no discrepancies were found.
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: 134 hours in all; 21 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 92 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,360 hours
- Last inspection: annual inspection, July 17, 1996; 150 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: SPG St Petersburg FL at 6:00 pm
- Flight plan: none
- Runway 32, 7,003 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from SRQ
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.