Piper PA-28RT-201T accident near Andover, New Jersey, September 6, 1983
On September 6, 1983 at about 10:15 pm local time, a Piper PA-28RT-201T, registered N9LH, was substantially damaged in an accident near Andover, New Jersey. It was a personal flight under general aviation rules (Part 91). 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
- September 6, 1983 · about 10:15 pm local time
- Place
- Andover, New Jersey
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28RT-201T PA-28RT-20 · all PA-28RT-201Ts on the register
- Registration
- N9LH · no longer on the register · serial 28R-8031023
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AS THE ACFT WAS CLIMBING THRU ABOUT 7000 FT ON A HOT DAY, THE ENG ABRUPTLY LOST POWER. SEVERAL ATTEMPTS WERE MADE TO RESTART THE ENG, BUT TO NO AVAIL. WHILE ATTEMPTING TO RESTART, THE PLT NOTED THAT THE FUEL FLOW INDICATION WAS AT OR NEAR ZERO & THE BOOST PUMP HAD NO EFFECT ON THE READING. ALL OTHER ENG READINGS APPEARED NORMAL & THE MANIFOLD PRESSURE VARIED WITH THE THROTTLE POSITION WHILE THE PROP WAS WINDMILLING. AN EMERGENCY LANDING WAS MADE IN AN OPEN FIELD ON ROLLING TERRAIN, BUT THE PLT WAS UNABLE TO STOP BEFORE IT COLLIDED WITH TALL CORN AT THE END OF THE FIELD. AFTER STOPPING THE PLT TURNED THE FUEL SELECTOR OFF. BOTH FUEL TANKS WERE NEARLY FULL, BUT NO FUEL WAS FOUND IN THE GASCOLATOR OR ENG FUEL LINES. WHEN CHECKED AFTER THE ACCIDENT, FUEL WAS FREE TO FLOW FROM THE TANKS TO THE ENG. THREE 90 DEG BENDS WERE NOTED IN THE FUEL LINE BTN THE GASCOLATOR & ELEC BOOST PUMP. THE ACFT HAD BEEN SETTING IN HI TEMPS BFR TKOF. TURBC ENCTRD DRG CLB. POM RCMDS LOW AUX FUEL PRES FOR VAPOR SUPPRESSION. COND CONDUCIVE TO VAPOR LOCK
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
- Ratings: multi-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 7,440 hours in all; 355 in this make and model; 211 in the last 90 days; 7,036 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,184 hours
- Last inspection: annual inspection, August 26, 1983; 31 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-FB (piston); 0 hours total
- Operator: Devon Industries
The flight
- Departed from: N43 Easton PA at 9:45 pm
- Destination: 3B4 Eliot ME
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 20 statute miles
- Sky: scat at 4,500 ft
- Temperature: 93°F (34°C), dew point 64°F (18°C)
- Observation at 9:52 pm from ABE, 32 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.