Fairchild M-62A-3 accident near Hanson, Massachusetts, July 31, 2001
On July 31, 2001 at about 3:15 pm local time, a Fairchild M-62A-3, registered N9515H, was substantially damaged in an accident near Hanson, Massachusetts (Cranland 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 failure to maintain aircraft control during the takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 2001 · about 3:15 pm local time
- Place
- Hanson, Massachusetts · Cranland · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild M-62A-3 · all M-62A-3s on the register
- Registration
- N9515H · no longer on the register · serial FW882
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The tail-wheel airplane was taking off from runway 36, a 1,845 foot-long, 60 foot-wide, asphalt runway. A witness stated that when the airplane was more than three-quarters of the way down the runway, the airplane lifted off the runway to an altitude of about 10 feet. The left wing then dropped and struck the ground. The airplane struck a small tree and came to rest in a ditch, on a cranberry bog. Examination of the airplane did not reveal any evidence of any mechanical malfunctions. Winds reported at an airport about 10 miles southeast of the accident site, about a half-hour prior to the accident, were from 330 degrees at 5 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; single-engine sea
- Flight time: 800 hours in all; 200 in this make and model; 760 as pilot in command
- Medical certificate: Class 3 (expired)
- Seat: frt
- Injury: no injuries
Other crew
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 11,400 hours in all; 8 in this make and model; 120 in the last 90 days; 1 in the last 30 days; 5,600 as pilot in command; 365 on instruments
- Last flight review: November 17, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 823 hours
- Last inspection: annual inspection, November 18, 2000; 1 hours since
- Maximum gross weight: 2,710 lb
- Seats: 2
- Landing gear: fixed
- Engine: Ranger 6-440 (piston); 0 hours total
The flight
- Departed from: 28M Hanson MA at 3:15 pm
- Destination: PYM Plymouth MA
- Flight plan: none
- Runway 36, 1,845 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 52°F (11°C)
- Altimeter: 30.21 inHg
- Observation at 2:52 pm from PYM, 10 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.