Cessna 172SP accident near Matawan, New Jersey, August 27, 2001
On August 27, 2001, a Cessna 172SP, registered N629PD, was substantially damaged in an accident near Matawan, New Jersey (Marlboro Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain runway alignment during the initial climb. Factors were the pilot's failure to perform a go-around, the pilot's lack of flight experience in nighttime conditions, the nighttime conditions, and a tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2001
- Place
- Matawan, New Jersey · Marlboro Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172SP · all 172SPs on the register
- Registration
- N629PD · no longer on the register · serial 172S8368
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During nighttime conditions, the airplane approached runway 09, a 2,156-foot long, 50-foot wide, asphalt runway. The airplane touched down near the opposite end of the runway, almost on the numbers "27." The engine then revved, and the airplane initially climbed, but it turned left and struck transmission wires. The tower that supported the transmission wires was approximately 133 feet tall, and unlighted. It was located adjacent to the runway, about 1,260 feet northeast of the departure end of runway 09. Additionally, there 56-foot tall transmission wires located approximately 860 feet beyond the departure end of the runway, and perpendicular to it. However, review of an Information Manual for the make and model airplane revealed sufficient horizontal distance remained for the airplane to climb above those wires. The pilot obtained his private pilot certificate 4 days prior to the accident. According to his logbook, the pilot had a total flight experience of 87 hours, of which, about 12 hours were in the same make and model as the accident airplane. The pilot also had a total nighttime flying experience of approximately 5 hours. The reported wind about 5 minutes after the accident, at an airport about 10 miles southeast of the accident site was from 210 degrees at 8 knots.
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
- Flight time: 87 hours in all; 12 in this make and model; 12 in the last 90 days; 6 in the last 30 days; 22 as pilot in command; 0 on instruments
- Last flight review: August 22, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 469 hours
- Last inspection: annual inspection, July 17, 2001; 69 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360 (piston); 0 hours total
- Operator: Esquire Aviation Inc.
The flight
- Departed from: 2N8 Marlboro NJ
- Flight plan: none
- Runway 09, 2,156 ft by 50 ft
Weather at the time
- Light: night, dark
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.96 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.