Piper PA-28-161 accident near Whitefield, New Hampshire, July 20, 1998
On July 20, 1998 at about 8:15 pm local time, a Piper PA-28-161, registered N8182A, was substantially damaged in an accident near Whitefield, New Hampshire (Mount Washington Regional airport). It was an instructional 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 instructor pilot's failure to maintain control of the aircraft during landing roll. Contributing factors were the instructor pilot's improper in-flight decision, tailwind and gusty conditions, and wet (standing water) runway conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1998 · about 8:15 pm local time
- Place
- Whitefield, New Hampshire · Mount Washington Regional
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N8182A · no longer on the register · serial 28-8016296
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an instruction flight, the flight instructor (CFI) was given a clearance to execute the localizer runway 10 approach to the Mount Washington Regional Airport. The airport's runway measures 3,495 feet in length and the CFI intended to make a 'full stop' landing. The CFI estimated approximately a quarter of an inch of standing water, with surface winds of 300 degrees at 15 knots gusting to 20 knots. Because of the landing environment, the CFI decided to land the airplane herself, feeling that it might be too difficult for her student. In addition, she maintained 90 mph on final because of the wind gusts. According to the CFI, the airplane touched down on centerline, approximately 1/2 of the way down the runway, and that the brakes had no effect, and directional control was marginal. The airplane then departed the runway.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 9,262 hours in all; 1,778 in this make and model; 63 in the last 90 days; 28 in the last 30 days; 8,092 as pilot in command; 7,070 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,631 hours
- Last inspection: annual inspection, April 30, 1998; 46 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: MHT Manchester NH at 6:00 pm
- Destination: HIE
- Flight plan: IFR
- Runway 10, 3,495 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 2,300 ft; scat at 1,300 ft
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 8:17 pm from HIE
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.