Amateur-built AA5B accident near Bedminster, New Jersey, May 13, 1983
On May 13, 1983 at about 8:55 pm local time, a amateur-built AA5B, registered N28426, was substantially damaged in an accident near Bedminster, New Jersey (Somerset airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people were seriously injured and 1 person had minor injuries. 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
- May 13, 1983 · about 8:55 pm local time
- Place
- Bedminster, New Jersey · Somerset
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA5B
- Registration
- N28426 · no longer on the register · serial AA5B-0606
- 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 CRASHED INTO TREES DURING A FORCED LANDING AFTER A LOSS OF POWER WHILE ENROUTE FROM WHITE PLAINS. THE ENGINE STARTED TO SHAKE AND THE RPMS DECREASED. THE PLT INITIATED EMERGENCY PROCEDURES BUT THE ENGINE CONTINUED TO RUN ROUGHLY.A DECISION WAS MADE TO LAND AT SOMERSET ARPT. THE LANDING APPROACH WAS HIGH AND THE PLT ELECTED TO GO AROUND. THE ENGINEPOWER WAS NOT ENOUGH AND A FULL STALL FLAPS UP LANDING WAS MADE INTO THE TREE TOPS. THE ACFT SLID DOWN THE TREES AND STOPPED IN A PAST VERTICAL NOSE DOWN POSITION. DURING A POST ACCIDENT ENGINE EXAMINATION THE #1 CYLINDER HAD NO COMPRESSION. THE EXHAUST VALVE WAS BROKEN AND THE VALVE HEAD WAS NOT FOUND. THE CYLINDER EXHAUST VALVE GUIDE MEASURED .515. THE SPECIFICATION WHEN NEW IS .4985. THE SERVICE LIMIT IS .4995.
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, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,795 hours in all; 550 in this make and model; 30 in the last 90 days; 4,380 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,556 hours
- Last inspection: 100-hour inspection, December 1, 1982; 82 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Avco Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: HPN White Plains NY
- Destination: N88 Doylestown PA
- Runway 12, 2,770 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 315° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 50°F (10°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.