ERA25FA280 · Piper PA-28-181

On July 30, 2025, about 1210 eastern daylight time, a Piper PA-28-181, N961DA, was substantially damaged when it was involved in an accident near Block Island, Rhode Island. The pilot sustained serious injuries, one passenger received minor injuries, and one passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed Albany International Airport (ALB), Albany, New York, about 1050, enroute to Block Island State Airport (BID), Block Island, Rhode Island. The pilot reported that the purpose of the flight was to fly with two passengers to BID for lunch. About 20 nautical miles (nm) from BID, the pilot began his descent and obtained the automated weather information. At 1156, the automated weather observation at BID recorded wind from 230° at 7 knots, which corresponded to a tailwind and crosswind component for landing on runway 10. The pilot reported that he entered the left downwind leg of the traffic pattern for runway 10, and on the final approach leg of the traffic pattern, he observed an airplane departing runway 28 and initiated a go-around. During a second approach, he turned from the downwind leg to final approach leg of the traffic pattern too close to the runway and initiated another go-around. After a third approach to runway 10, the airplane touched down with full flaps about 1,500 ft down the 2,500-ft-long runway. As the pilot applied the brakes, the airplane’s right wing lifted due to a gust of wind. There was insufficient runway remaining for a go-around, the airplane overran the runway and impacted trees. Preliminary ADS-B data indicated the airplane crossed the runway threshold at 174 ft altitude and 104 knots groundspeed, touched down at 83 knots, and exited the runway at 73 knots. The final recorded point was about 55 ft from the end of the overrun area at 70 knots. Preliminary air traffic control (ATC) audio indicated the pilot was receiving visual flight rules (VFR) advisories from Providence Terminal Radar Approach Control (TRACON). About 20 nm from BID, ATC advised that radar services were terminated, to “squawk” VFR, and frequency change was approved. Although the pilot acknowledged, he remained on the Providence TRACON frequency and reported his position in the BID traffic pattern for two of three approaches. ATC advised him several times that he was transmitting on the incorrect frequency and provided the correct advisory frequency. The overrun area of runway 10 was a flat grassy surface about 243 ft long at an elevation of about 102 ft mean sea level (msl). Three linear tire impressions, consistent with landing gear, were observed about 25 ft from the end of the overrun area on a 099° magnetic heading. No tire friction marks were observed on the runway or overrun before that point. The airplane came to rest inverted on a 209° magnetic heading about 640 ft east of the departure end of runway 10 at an elevation of about 40 ft msl. All major components of the airplane were located at the accident site. The first identified point of impact was a tree canopy about 50 ft above ground level and 467 ft from the departure end of the runway. Several tree branches exhibited angular cuts with black transfer marks. A ground impression containing the separated nose landing gear was located about 128 ft from the first impact point and 45 ft from the main wreckage. The wreckage path was oriented on a 096° magnetic heading and about 173 ft long. Vegetation staining consistent with fuel exposure was observed along the debris path. Examination of the airframe and engine revealed that flight control continuity was established from the cockpit to all the flight control surfaces, and the flap position was noted at 40°. The empennage exhibited impact damage and the stabilator trim was noted in a partial nose-down trim setting. Both wings exhibited impact damage, and the left wing was partially separated from the fuselage. Both fuel tanks were breached from impact forces. Fuel system continuity was established, and fuel consistent in color and odor to 100LL aviation gasoline was observed in the system. The engine remained attached to the engine mount. Both magnetos produced spark from their ignition towers during hand rotation of their attached drive gears. Crankshaft and valvetrain continuity were established, and compression and suction were obtained on all four cylinders. The propeller remained attached to the engine with chordwise abrasion and leading-edge damage noted to both propeller blades. The wreckage was retained for further examination.

Verbatim NTSB factual narrative from the NTSB dataset