Piper PA-31-350 accident near Norfolk, Virginia, September 4, 1985
On September 4, 1985 at about 6:25 am local time, a Piper PA-31-350, registered N27902, was substantially damaged in an accident near Norfolk, Virginia (Norfolk International airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 1985 · about 6:25 am local time
- Place
- Norfolk, Virginia · Norfolk International · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N27902 · no longer on the register · serial 31-7952037
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT EXPERIENCED A COMPLETE GEAR COLLAPSE AFTER CONTACTING A RWY LIGHT AND A TAXIWAY SIGN DURING A LANDING ROLL. THEFLT DEPARTED LA GUARDIA ARPT 230 LBS OVER THE 7000 PLD MAX GROSS WEIGHT OF THE ACFT AND AT LEAST 1 INCH AFT OF THE CENTER OF GRAVITY LIMIT. DURING THE ONE HOUR AND THIRTY FIVE MINUTE FLT TO NORFOLK, VA, THE 60 GALLON OF FUEL USED DECREASED THE WEIGHT OF THE ACFT TO 6870 BLS, HOWEVER, THE COMPUTED CG WAS STILL 1/2 INCH AFT OF THE LIMIT. THIS WAS RECONFIRMED BY THE PLT'S STATEMENT THAT HE WOULD HAVE BEEN ABLE TO RESPOND TO THE ACFT VEERING TO THE RIGHT IN A QUICKER MANNER IF THE NOSE WHEEL HAD BEEN ABLE TO BE LOWERED TO THE PAVEMENT SOONER TO AID WITH NOSE WHEEL STEERING.
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: airline transport pilot
- Ratings: multi-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,500 hours in all; 700 in this make and model; 80 in the last 90 days; 5,350 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,246 hours
- Last inspection: 100-hour inspection, June 28, 1985; 19 hours since
- Maximum gross weight: 7,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Lycoming TIO-540-J2BD (piston); 0 hours total
The flight
- Departed from: LGA New York City NY at 4:50 am
- Destination: ORF Norfolk VA
- Flight plan: IFR
- Runway 23, 9,000 ft by 150 ft
Weather at the time
- Light: night, bright
- Wind: from 190° at 4 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 am from 0RF, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 5 |
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.