Piper PA-28 accident near Cross Keys, New Jersey, December 17, 2001
On December 17, 2001 at about 1:00 pm local time, a Piper PA-28, registered N7658F, was substantially damaged in an accident near Cross Keys, New Jersey (Cross Keys 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 pilot's delayed decision to abort the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 17, 2001 · about 1:00 pm local time
- Place
- Cross Keys, New Jersey · Cross Keys
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28 · all PA-28s on the register
- Registration
- N7658F · no longer on the register · serial 28-7715226
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane departed on a VFR flight. The departure, en route, and descent portions of the flight were uneventful. The airplane turned final "high" and approximately 1/2 mile from the displaced threshold. On final, the pilot selected 40 degrees of flaps. The airplane crossed the displaced threshold approximately 100 feet agl, and 15 to 20 knots fast. The airplane touched down with approximately 1,750 feet of runway remaining. When the nosewheel touched down, the pilot realized he would not be able to stop before reaching the end. With approximately 500 feet of runway remaining, he decided to abort the landing. The airplane lifted off at the end of the runway. The right main landing gear struck a wooden fence at the end of the runway, and then an automobile traveling on a road. The airplane spun approximately 180 degrees to the right, impacted the ground, came to a stop, and the pilot exited. After the accident, the pilot did not report any preimpact failures or malfunctions with the airplane.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 454 hours in all; 119 in this make and model; 23 in the last 90 days; 22 in the last 30 days; 222 as pilot in command; 23 on instruments
- Last flight review: November 13, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: BLM Belmar NJ at 12:30 pm
- Destination: 17N Cross Keys NJ
- Flight plan: none
- Runway 9, 3,500 ft by 50 ft
Weather at the time
- Light: dawn
- Wind: from 150° at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 6,500 ft
- Temperature: 43°F (6°C), dew point 34°F (1°C)
- Altimeter: 30.15 inHg
- Observation at 11:54 am from PHL, 14 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.