Lake LA-4-200 accident near Ashland, Virginia, September 15, 2003
On September 15, 2003 at about 10:30 pm local time, a Lake LA-4-200, registered N32DQ, was substantially damaged in an accident near Ashland, Virginia (Mayers 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 decision to perform an aborted takeoff after he perceived a power loss. A factor was the unsuitable terrain the airplane encountered after it overran the end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 2003 · about 10:30 pm local time
- Place
- Ashland, Virginia · Mayers Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lake LA-4-200 · all LA-4-200s on the register
- Registration
- N32DQ · registry record · serial 855
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was departing from a 2,000 feet long, turf runway. He reported that after becoming airborne, the engine or prop sound changed, and then he perceived that the airplane was slowing and settling. He aborted the takeoff, and touched down on the runway. The pilot was unable to stop before the end, and overran the runway. The airplane then crossed a road where the nose wheel separated from the fuselage, and came to rest in a pond. The engine was test run by the FAA at takeoff power for 5 minutes with no variation in rpm noted. When the propeller control was placed in the cruise power range, 2,200 to 2,300, the propeller tended to hunt, plus or minus 50 rpm. The manufacturer of the propeller governor tested the unit and reported that the rpm was set higher than specified. When disassemble, the unit was found worn, with sludge and some small particles trapped inside the gasket screen.
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: 469 hours in all; 120 in this make and model; 8 in the last 90 days; 8 in the last 30 days; 355 as pilot in command
- Last flight review: August 20, 2003
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,356 hours
- Last inspection: annual inspection, August 4, 2003; 5.1 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B (piston); 0 hours total
The flight
- Departed from: VG24 Ashland at 10:30 pm
- Destination: VG24
- Flight plan: none
- Runway 10, 2,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 5 knots
- Visibility: 9 statute miles
- Sky: a few clouds at 4,500 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 29.97 inHg
- Observation at 10:54 pm from RIC, 18 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.