Piper PA-32R-301T accident near Chicago, Illinois, July 20, 1988
On July 20, 1988 at about 7:25 am local time, a Piper PA-32R-301T, registered N8069S, was substantially damaged in an accident near Chicago, Illinois (Midway airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was 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
- July 20, 1988 · about 7:25 am local time
- Place
- Chicago, Illinois · Midway · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301T PA-32R-301 · all PA-32R-301Ts on the register
- Registration
- N8069S · registry record · serial 32R-8229028
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING CLIMBOUT AFTER TAKEOFF, THE PILOT EXPERIENCED AN ENGINE FIRE AND DIVERTED TO CHICAGO'S MIDWAY AIRPORT FOR AN EMERGENCY LANDING. THE PILOT EXECUTED EMERGENCY PROCEDURES, SHUT DOWN THE ENGINE, THE FUEL SUPPLY, AND ALL ELECTRICAL LOAD. WHEN THE PILOT KNEW HE HAD THE RUNWAY MADE, HE SELECTED THE GEAR DOWN POSITION WITH THE GEAR HANDLE, BUT ELECTED NOT TO VERIFY GEAR DOWN AND LOCKED FOR SAFETY REASONS. THE GEAR FAILED TO EXTEND; A GEAR UP LANDING ENSUED. IT WAS REPORTED THAT THE LANDING GEAR WOULD DROP WHEN THE GEAR HANDLE WAS ACTIVATED. POST-ACCIDENT EXAMINATION OF THE ENGINE COMPARTMENT REVEALED THAT THE FIRE WAS THE RESULT OF A LOOSE LINE FITTING ON A FUEL INJECTOR NOZZLE WHICH ALLOWED RAW FUEL TO SPRAY INTO THE COMPARTMENT; SPECIFICALLY, ONTO THE TURBO-CHARGER. THE AIRCRAFT WAS JACKED UP AND REMOVED FROM THE RUNWAY BEFORE AN INVESTIGATOR ARRIVED ON THE SCENE.
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; instrument: airplane
- Flight time: 2,200 hours in all; 1,000 in this make and model; 35 in the last 90 days; 20 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,249 hours
- Last inspection: 100-hour inspection, July 21, 1987; 166 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: 1C5 Plainfield IL at 7:15 am
- Destination: UCA Utica NY
- Flight plan: IFR
- Runway 31R, 5,078 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 360° at 8 knots
- Visibility: 20 statute miles
- Sky: overcast at 12,000 ft; scat at 4,500 ft
- Temperature: 72°F (22°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 7:35 am from MDW
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.