Piper PA-46-310P accident near Tooele, Utah, May 5, 1997
On May 5, 1997 at about 4:10 pm local time, a Piper PA-46-310P, registered N977RA, was substantially damaged in an accident near Tooele, Utah (Toelle Valley 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 pilot's excessive rotation of the aircraft during takeoff, and his failure to obtain/maintain adequate airspeed. Inadequate supervision by the instructor pilot (CFI/check pilot) was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 1997 · about 4:10 pm local time
- Place
- Tooele, Utah · Toelle Valley
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N977RA · no longer on the register · serial 85-080100
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a flight review, the instructor pilot (CFI) noted that the private pilot had applied nose-up elevator trim during the initial roll to assist in rotation for a practice short field takeoff. The CFI said that after brake release, the airplane accelerated normally with rotation initiated at approximately 70 knots. The airplane was over-rotated. Just after becaming airborne, it entered a semi-stalled condition, and the left wing dropped and made contact with the runway. Right rudder was applied from the right side of the cockpit, resulting in the wings leveling, but the aircraft's path had changed to about 30 degrees left of the original runway heading. With the attitude still nose high and observing what appeared to be obstacles in the resultant path, the throttle was reduced to idle. Impact with the ground was immediate, and both the nose gear and the right main gear collapsed. The aircraft skidded and came to rest perpendicular to the original takeoff heading.
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; instrument: airplane
- Flight time: 1,695 hours in all; 1,468 in this make and model; 46 in the last 90 days; 8 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,054 hours
- Last inspection: annual inspection, August 22, 1996
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-BE (piston); 0 hours total
The flight
- Departed from: TVY UT at 4:10 pm
- Destination: TVY
- Flight plan: none
- Runway 16, 5,500 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.