Stinson 108-3 accident near Falmouth, Massachusetts, April 5, 2001
On April 5, 2001 at about 5:00 pm local time, a Stinson 108-3, registered N980C, was substantially damaged in an accident near Falmouth, Massachusetts (Falmouth Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control while landing. Factors were the pilot's inadequate weather evaluation and a tailwind.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 2001 · about 5:00 pm local time
- Place
- Falmouth, Massachusetts · Falmouth Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-3 · all 108-3s on the register
- Registration
- N980C · registry record · serial 3980
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
When the pilot departed the airport, the wind was favoring runway 25. About 90 minutes later, the pilot returned to the airport. Before landing, he monitored the automated terminal information service (ATIS) of another airport, located on an island about 13 miles south. According to the pilot, that ATIS information indicated a direct crosswind for runway 25. The pilot aborted his first landing attempt because he was too fast. During the second landing attempt, the airplane touched down, but a gust of wind pushed the empennage to the left. The airplane departed the right side of the runway and struck a tree. The pilot added that before landing, the windsock near the trees appeared "limp," but he did not recall the position of the windsock on top of a hangar. However, after the accident, the pilot observed the windsock on top of the hanger, and the winds were favoring runway 07. Additionally, the ATIS information at an airport located about 13 miles to the east, indicated a quartering tailwind of 13 to 19 knots. The pilot stated that in retrospect he should have landing on runway 07.
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: commercial pilot
- Ratings: single-engine land
- Flight time: 1,021 hours in all; 194 in this make and model; 8 in the last 90 days; 3 in the last 30 days; 1,021 as pilot in command
- Last flight review: April 27, 1999
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,092 hours
- Last inspection: annual inspection, August 14, 2000; 20 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4-165B3 (piston); 0 hours total
The flight
- Departed from: 1B2 Edgartown MA at 4:30 pm
- Destination: 5B6 Falmouth MA
- Flight plan: none
- Runway 25, 2,300 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 13 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 21°F (-6°C)
- Altimeter: 30.27 inHg
- Observation at 4:56 pm from HYA, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC01LA093.