Piper PA-46 accident near Chatham, Massachusetts, July 28, 2000
On July 28, 2000 at about 9:06 pm local time, a Piper PA-46, registered N555JV, was substantially damaged in an accident near Chatham, Massachusetts (Charham Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delayed use of the brakes, which resulted in a runway overrun. Factors in the accident were the pilot's improper decision to land with a right quartering tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2000 · about 9:06 pm local time
- Place
- Chatham, Massachusetts · Charham Muni
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46 · all PA-46s on the register
- Registration
- N555JV · registry record · serial 4636270
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Once in the terminal area, the pilot was vectored to the final approach course for the GPS-A approach. The airplane entered visual meteorological conditions between 800 and 1,000 feet agl. Once clear of the clouds, the pilot executed a circle-to-land to the 3,000-foot long runway. The airplane touched down with a 6 to 8 knot right quartering tailwind, approximately 300 to 400 feet past the landing threshold with full flaps. During rollout, the pilot used the brakes, and the airplane decelerated to approximately 10 knots, noticing nothing unusual. The pilot planned to use the taxiway located at the end of the runway. He applied the right brake to exit onto the taxiway, but did not feel the airplane respond. He then applied both brakes. The airplane decelerated, but there was insufficient runway remaining to stop. The airplane departed the end runway, the right wing struck the ground, and the airplane came to a stop. No preimpact failures or malfunctions were identified with the airplane or any of its systems.
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: 964 hours in all; 131 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 914 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 116 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,358 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540 (piston); 0 hours total
The flight
- Departed from: TEB Teterboro NJ at 7:20 pm
- Destination: CQX
- Flight plan: IFR
- Runway 24, 3,001 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 9:17 pm from CQX
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.