Piper PA-28-200 accident near Gettysburg, Pennsylvania, June 11, 2002
On June 11, 2002 at about 8:45 pm local time, a Piper PA-28-200, registered N9357N, was substantially damaged in an accident near Gettysburg, Pennsylvania (Bowtie Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's failure to accurately compute takeoff performance and his failure to establish a positive climb resulting in a collision with trees.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2002 · about 8:45 pm local time
- Place
- Gettysburg, Pennsylvania · Bowtie Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-200 · all PA-28-200s on the register
- Registration
- N9357N · registry record · serial 28R-35063
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While departing from a 1,800-foot long grass strip, the airplane remained in ground effect and would not climb. The airplane then struck a tree and a power line located about 500 feet beyond the end of the runway, shearing the right wing from the fuselage. The pilot stated that the airplane's weight at the time of the accident was about 300 pounds below the maximum gross weight. He did not report any malfunctions with the engine or airframe. Examination of the landing facility after the accident revealed that the turf was mowed to a height of about 6 inches. According to the airplane pilot's operating handbook, the takeoff performance for a paved level dry runway, at maximum gross weight, included a ground roll of about 1,000 feet, and a total distance of 2,100 feet to clear a 50-foot obstacle.
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
What happened, in order
- IN FLIGHT COLLISION WITH OBJECT during takeoff - initial climb
- IN FLIGHT COLLISION WITH TERRAIN/WATER during descent - uncontrolled
Pilot
- Ratings: single-engine land, none, APLN, none
- Flight time: 2,000 hours in all; 1,006 in this make and model; 30 in the last 90 days; 15 in the last 30 days; 1,950 as pilot in command
- Last flight review: September 6, 2000
- Medical certificate: class 3
- Injury: minor injuries
The aircraft
- Airframe total time: 3,147 hours
- Last inspection: type not recorded, September 10, 2001; 45 hours since
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
- Operating certificate: in the vicinity
The flight
- Departed from: PA51 Gettysburg PA at 8:45 pm
- Flight plan: none
- Runway 05, 1,800 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 6 knots
- Visibility: 4 statute miles
- Sky: a few clouds at 5,500 ft
- Temperature: 84°C, dew point 70°C
- Altimeter: 29.85 inHg
- Observation at 8:55 pm from MDT, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 NYC02LA113.