Piper PA-23-250 accident near Elmwood Park, New Jersey, March 28, 1993
On March 28, 1993 at about 9:32 pm local time, a Piper PA-23-250, registered N6382Y, was substantially damaged in an accident near Elmwood Park, New Jersey. It was a personal flight under general aviation rules (Part 91). 6 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
INADEQUATE MAINTENANCE AND INSPECTION OF THE FUEL INJECTOR SYSTEM RESULTING IN A LOSS OF POWER OF THE LEFT ENGINE, AND THE FAILURE OF THE PILOT TO MAINTAIN MINIMUM CONTROL SPEED WHICH RESULTED IN A FLAT SPIN. A FACTOR WHICH CONTRIBUTED TO THE ACCIDENT WAS THE PILOT LOADING THE AIRPLANE OVER THE MAXIMUM GROSS WEIGHT AND BEYOND THE AFT CENTER OF GRAVITY LIMIT, THUS RAISING THE MINIMUM CONTROL SPEED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 28, 1993 · about 9:32 pm local time
- Place
- Elmwood Park, New Jersey
- Type
- Accident
- Injuries
- 6 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N6382Y · no longer on the register · serial 27-3666
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING AN INSTRUMENT CLIMB-OUT FROM TETERBORO AIRPORT, THE PILOT WAS ADVISED BY DEPARTURE CONTROL THAT HE WAS IN RADAR CONTACT, AND TO CLIMB & MAINTAIN 4000 FT. THE PILOT ACKNOWLEDGED THIS TRANSMISSION AT A RADAR RECORDED ALTITUDE OF 1800 FT MSL. THE FLIGHT WAS RECORDED REACHING AN ALTITUDE OF 2800 FT MSL BEFORE STARTING A DESCENT. NUMEROUS WITNESSES OBSERVED THE AIRPLANE DESCENDING OUT OF THE CLOUDS; ONE WITNESS DESCRIBED THE DESCENT AS A SPIN WITH NO FORWARD MOTION. ON-SCENE WRECKAGE EXAMINATION OF THE LEFT PROP SHOWED ONE BLADE BENT AFT APRX 120 DEG; OTHER BLADE STRAIGHT & NOT BENT. PROP WAS NOT IN FEATHERED POSITION. LEFT ENG TEARDOWN REVEALED 2 OF 6 FUEL INJECTOR NOZZLES RESTRICTED. LAST DOCUMENTED FUEL INJECTION SYSTEM CLEANING WAS IN 1985; BENDIX (MANUFACTURER) RECOMMENDS EVERY ANNUAL INSPECTION OR 100 HRS. THE AIRPLANE WAS 188 LBS OVER MAX GROSS WEIGHT; CG APRX 1 INCH AFT OF MAX AFT LIMIT. AFT CG INCREASES VMC AIRSPEED.
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: 2,200 hours in all; 400 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,295 hours
- Last inspection: annual inspection, May 3, 1992; 49 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-C4B5 (piston); 0 hours total
The flight
- Departed from: TEB Teterboro NJ at 9:25 pm
- Destination: AGC Pittsburgh PA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 080° at 8 knots
- Visibility: 3 statute miles
- Sky: overcast at 500 ft; not recorded at 500 ft
- Temperature: 54°F (12°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 9:50 pm from TEB, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.