Piper PA-18-150 accident near Berkley, Massachusetts, April 19, 2004
On April 19, 2004 at about 8:30 pm local time, a Piper PA-18-150, registered N9862D, was substantially damaged in an accident near Berkley, Massachusetts (Myricks Airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's misjudgment of altitude/distance and his failure to maintain adequate clearance from trees while landing. Factors related to the accident were the lack runway displaced threshold markings, the trees located at the end of the runway, and the gusting wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 2004 · about 8:30 pm local time
- Place
- Berkley, Massachusetts · Myricks Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N9862D · no longer on the register · serial 18-7006
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Several witnesses observed the airplane as it was attempting to land on a turf runway, and recalled that it was higher and faster than normal. The witnesses then observed the airplane strike a tree, and descend to the ground. Examination of the accident site revealed that the airplane struck a 50-foot high tree located about 445 feet prior to the runway threshold. According to an FAA Airport Facilities Directory, the runway was a 2,466-foot long, 50-foot wide turf runway, and had a 756 foot displaced threshold, marked with lime. The directory also mentioned trees were located at the approach end of the runway. Examination of the runway revealed large patches of brown grass and tire marks were observed about 10 feet beyond the beginning of the runway surface. No markings were observed identifying a displaced threshold. The pilot was also the owner and manager of the airport. The winds reported at an airport located about 3 miles north of the accident site, about the time of the accident, were from 200 degrees at 13 knots, gusting to 19 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: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 5,500 hours in all
- Medical certificate: Unknown
- Seat: frt
- Injury: serious injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: 1M8 Berkley MA
- Flight plan: none
- Runway 27, 2,466 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 15 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 29.80 inHg
- Observation at 8:52 pm from TAN, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.