Piper PA-34-200 accident near St. Augustine, Florida, September 5, 1998
On September 5, 1998 at about 5:57 pm local time, a Piper PA-34-200, registered N40805, was substantially damaged in an accident near St. Augustine, Florida (St. Augustine 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 failure of the flight instructor and dual student to ensure the landing gear was extended for landing and their attempted go-around after the aircraft and propellers contacted the runway. This resulted in loss of directional control during the go-around due to propeller damage and subsequent impact with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 1998 · about 5:57 pm local time
- Place
- St. Augustine, Florida · St. Augustine · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N40805 · no longer on the register · serial 34-7450081
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor stated they performed a go-around because they did not know if the landing gear was extended. The aircraft climbed initially, rolled to the left and descended, striking the ground left wing tip and nose first. Examination of the runway showed slash marks caused by the propellers of the aircraft. Examination of the aircraft showed the landing gear handle was in the up position and the left propeller was curled over about two thirds of the blade length. The right propeller was curled over about one third of the blade length.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,835 hours in all; 233 in this make and model; 265 in the last 90 days; 77 in the last 30 days; 3,678 as pilot in command; 3,135 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,228 hours
- Last inspection: 100-hour inspection, July 15, 1998; 77 hours since
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-C1E6 (piston); 0 hours total
The flight
- Departed from: SGJ at 4:50 pm
- Flight plan: none
- Runway 13, 6,939 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 070° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 4,500 ft
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 5:35 pm from SGJ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.