Piper PA-23-250 accident near Groton, Connecticut, October 27, 1991
On October 27, 1991 at about 11:57 pm local time, a Piper PA-23-250, registered N14256, was substantially damaged in an accident near Groton, Connecticut (Groton-New London airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN THE MINIMUM DESCENT ALTITUDE DURING THE APPROACH. A FACTOR WAS PILOT FATIGUE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 27, 1991 · about 11:57 pm local time
- Place
- Groton, Connecticut · Groton-New London
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N14256 · no longer on the register · serial 27-4818
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUMENT RATED PRIVATE PILOT HAD FLOWN IN IMC CONDITIONS ON TWO IFR FLIGHT PLANS THROUGHOUT THE DAY FROM MIAMI, FLORIDA TO GROTON, CONNECTICUT. HE HAD UPDATED HIS DESTINATION AND ALTERNATE WEATHER WHILE EN ROUTE AND KNEW OF THE CONTINUING CONDITIONS. AFTER REPORTING BABET INTERSECTION AND RECEIVING CLEARANCE FOR THE APPROACH TO LAND FOR RUNWAY 23, THE PILOT DESCENDED THE AIRPLANE TO APPROXIMATELY 680 FEET MSL AND ENGAGED THE AUTOPILOT. THE AIRPLANE DESCENDED SLOWLY BELOW THE MINIMUM DESCENT ALTITUDE AND IMPACTED A WOODED AREA APPROXIMATELY 1.5 MILES FROM THE AIRPORT. THE PILOT WAS VISUALLY SCANNING OUT THE AIRPLANE'S WINDOW AND DID NOT NOTE THE DESCENT BEFORE IMPACT. HE REPORTED NO FAILURES TO ANY AIRPLANE SYSTEM OR RADIOS. THE FAA COORDINATOR FOUND NOTHING UNUSUAL WITH THE AIRPLANE AND DID STATE THAT THE PILOT REPORTED BEING TIRED AT THE TIME OF THE APPROACH. THE MINIMUM DESCENT ALTITUDE WAS 660 FEET.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 652 hours in all; 245 in this make and model; 62 in the last 90 days; 21 in the last 30 days; 558 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,707 hours
- Last inspection: annual inspection, September 25, 1991; 50 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-C4B5 (piston); 0 hours total
- Operator: Better Val-U, INC.
The flight
- Departed from: CRE N. Myrtle Beach SC at 7:55 pm
- Flight plan: IFR
- Runway 23, 5,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots
- Temperature: 59°F (15°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 11:45 pm from GON, 2 miles away
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.