Piper PA-34-200T accident near Robbinsville, New Jersey, October 2, 2004
On October 2, 2004 at about 6:30 pm local time, a Piper PA-34-200T, registered N5507V, was substantially damaged in an accident near Robbinsville, New Jersey (Trenton-Robbinsville 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 repair station's improper installation of the stabilator trim tab. A factor was the pilot's inadequate preflight inspection of the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2004 · about 6:30 pm local time
- Place
- Robbinsville, New Jersey · Trenton-Robbinsville Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N5507V · no longer on the register · serial 34-7770232
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff roll, and at an indicated airspeed of about 70 to 75 knots, the pilot felt the nose of the airplane dip and then rise off the ground. The pilot pushed the control yoke forward to level the airplane; it contacted the runway, and then skidded to a stop. The landing gear collapsed. Examination of the airplane revealed that the stabilator trim rod forward attachment hardware and the aft attachment nut were not installed. Photographs of the stabilator trim tab attachment point showed that it was visible and not obscured by any cowlings or coverings. The loss of the forward attachment hardware would result in an abnormal response, or "lightening," of the stabilator control. About 60 flight hours and 11 months prior to the accident, a repair station had removed, repaired, and reinstalled the stabilator trim tab.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,833 hours in all; 716 in this make and model; 30 in the last 90 days; 12 in the last 30 days; 1,714 as pilot in command
- Last flight review: January 10, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,147 hours
- Last inspection: annual inspection, December 17, 2003; 60 hours since
- Maximum gross weight: 4,570 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming IO-360 (piston); 0 hours total
- Engine 2: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: N87 Robbinsville NJ at 6:30 pm
- Flight plan: none
- Runway 11, 4,275 ft by 80 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,300 ft; ovct at 2,300 ft
- Temperature: 64°F (18°C), dew point 59°F (15°C)
- Altimeter: 30.12 inHg
- Observation at 6:53 pm from TTN, 11 miles away
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.