Piper PA-28-181 accident near Edgartown, Massachusetts, October 1, 2002
On October 1, 2002 at about 2:50 pm local time, a Piper PA-28-181, registered N8071Z, was substantially damaged in an accident near Edgartown, Massachusetts (Katama 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 in-flight evaluation of the landing facilities wind conditions, and inadequate airspeed resulting in a stall/mush. A factor related to the accident was the tailwind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2002 · about 2:50 pm local time
- Place
- Edgartown, Massachusetts · Katama Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N8071Z · registry record · serial 28-8290087
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Arriving in the airport area, the pilot determined that the wind was favoring runway 06. While on approach to runway 06, severe turbulence and a wind shift was encountered. After crossing the threshold of the runway, the airplane appeared to be landing with a tailwind, and the pilot initiated a go-around. During the go-around, as the pilot pulled back on the control yoke, the airplane continued to descend towards the ground. The airplane struck a tree, touched down in a grass field located beyond the departure end of the runway, and came to rest upright. The recorded weather at a nearby airport, about the time of the accident, included winds from 250 degrees at 16 knots, gusting to 21 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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,482 hours in all; 49 in the last 90 days; 24 in the last 30 days; 2,189 as pilot in command; 24 on instruments
- Last flight review: August 28, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,553 hours
- Last inspection: annual inspection, March 2, 2002; 75 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: PVD Providence RI at 5:30 pm
- Destination: 1B2 Edgartown MA
- Flight plan: none
- Runway 06, 2,700 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 16 knots, gusting 21
- Visibility: 10 statute miles
- Sky: a few clouds at 1,900 ft
- Temperature: 70°F (21°C), dew point 63°F (17°C)
- Altimeter: 30.14 inHg
- Observation at 2:53 pm from MVY, 6 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.