Piper PA-23-250 accident near Atlantic City, New Jersey, January 8, 1988
On January 8, 1988 at about 11:30 pm local time, a Piper PA-23-250, registered N62554, was substantially damaged in an accident near Atlantic City, New Jersey (Bader Field). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people had minor injuries; 3 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
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
- January 8, 1988 · about 11:30 pm local time
- Place
- Atlantic City, New Jersey · Bader Field
- Type
- Accident
- Injuries
- 2 people had minor injuries; 3 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N62554 · no longer on the register · serial 277654035
- 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 PIPER PA-23-250 MADE AN INSTRUMENT APPROACH TO THE AIRPORT. THE PILOT SAID HE LOWERED THE LANDING GEAR PRIOR TO TOUCHDOWN, HOWEVER, BOTH PROPELLERS STRUCK THE RUNWAY. THE PILOT TRIED TO MAKE A GO-AROUND AND THE AIRCRAFT STARTED TO VEER TO THE LEFT. THE PILOT REDUCED POWER AND THE AIRCRAFT MADE CONTACT WITH THE DIRT OFF THE LEFT SIDE OF THE RUNWAY. THE PILOT AND 2 PASSENGERS WERE NOT INJURED. TWO PASSENGERS RECEIVED MINOR INJURIES. POST-CRASH EXAMINATION OF THE AIRCRAFT SHOWED THE LANDING GEAR AND LANDING GEAR LIGHTS AND WARNING HORN WORKED PROPERLY, AND THAT THE LANDING GEAR WAS RETRACTED WHEN THE A/C TOUCHED DOWN. NO MALFUNCTION COULD BE FOUND. THE PILOT HELD A VALID MEDICAL, HOWEVER, HIS PILOT CERTIFICATE WAS COMMERCIAL PRIVILAGES ASEL AND PRIVATE PRIVILAGES AMEL. HE HAD RECEIVED SEVERAL CHECKRIDES FROM THE FAA IN MULTI-ENGINE A/C UNDER 14 CFR 135 ALLOWING HIM TO OPERATE AS PIC IN MULTI-ENGINE A/C WITHOUT THIS BEING DISCOVERED BY THE FAA.
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: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,900 hours in all; 710 in this make and model; 45 in the last 90 days; 36 in the last 30 days; 3,525 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,400 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
- Operator: Air Newark
The flight
- Departed from: MSV Monticello NY at 10:10 pm
- Flight plan: IFR
- Runway 11, 2,950 ft by 100 ft
Weather at the time
- Light: night, dark
- Wind: from 350° at 12 knots
- Visibility: 10 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 28°F (-2°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 11:00 pm from AIY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 2 |
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.