Piper PA-28R-180 accident near Lexington, Virginia, April 4, 2001
On April 4, 2001 at about 11:05 am local time, a Piper PA-28R-180, registered N4586J, was substantially damaged in an accident near Lexington, Virginia (Private Airstrip 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 compensation for the runway conditions. Factors included the soggy runway conditions, and the lack of available takeoff performance data in the owners manual.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 2001 · about 11:05 am local time
- Place
- Lexington, Virginia · Private Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N4586J · no longer on the register · serial 28R30457
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot attempted a takeoff from a "slight upslope," 2,200-foot grass strip with random low spots. The takeoff was attempted after several days of rain, and the ground was still soggy. After liftoff, the airplane struck a 6-inch square wooden fence post at the departure end of the runway, which tore skin off a wing, and damaged the wing spar, aileron and anti-servo trim tab. The pilot then landed the airplane ahead, in an open field, about 300 feet beyond the departure end of the runway. During the landing, the right main landing gear collapsed. No mechanical malfunctions contributed to the accident. The owners handbook stated that takeoffs should be made with flaps up, but only provided takeoff distance data for airplanes configured with flaps 25 degrees, and maximum power from a paved, level, and dry runway. Winds were about 70 degrees off the airplane's nose, at 9 knots.
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: 222 hours in all; 141 in this make and model; 11 in the last 90 days; 6 in the last 30 days; 175 as pilot in command
- Last flight review: February 11, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,930 hours
- Last inspection: annual inspection, August 2, 2000; 48 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: NONE Lexington at 11:05 am
- Destination: SHD Weyer'S Cave VA
- Flight plan: none
- Runway 33, 2,100 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 9 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 37°F (3°C)
- Altimeter: 30.23 inHg
- Observation at 10:54 am from LYH, 25 miles away
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.