Piper PA-28-140 accident near Frankford Twnsp, New Jersey, September 7, 1996
On September 7, 1996 at about 11:50 pm local time, a Piper PA-28-140, registered N422FL, was destroyed in an accident near Frankford Twnsp, New Jersey. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight planning/preparation by not obtaining a preflight weather briefing, his VFR flight into instrument meteorological conditions (IMC), and his failure to maintain control of the aircraft after becoming spatial disoriented. Factors relating to the accident were: darkness, and the pilot's lack of recent experience in the type of operation (night and actual instrument flight conditions).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1996 · about 11:50 pm local time
- Place
- Frankford Twnsp, New Jersey
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N422FL · no longer on the register · serial 28-7125202
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot elected to conduct a night VFR flight in weather conditions described by witnesses as 1000 to 1500 foot ceiling and less than one mile visibility with fog. The airplane was reported missing that same night, and it was located 2 days later, about 5 miles west of the departure point. An examination of the crash site revealed the aircraft struck the ground in a steep nose down attitude. Examination of the wreckage did not disclose evidence of a mechanical malfunction. An updated weather advisory (AIRMET) had been issued for the area, which included a forecast for instrument meteorological conditions (IMC). There was no record that a weather briefing was obtained by the pilot. The pilot had logged 85 hours of instrument time, of which, 9 hours were logged as actual instrument time. The most recent actual instrument experience that he logged was during an instrument competency check, which was completed in August 1995. His most recent night experience was 0.7 hours, which was logged in August 1993. He had logged no actual instrument night experience.
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: single-engine land; instrument: airplane
- Flight time: 540 hours in all; 18 in the last 90 days; 5 in the last 30 days; 462 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,568 hours
- Last inspection: annual inspection, June 1, 1996; 17 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: N63 Sussex NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 1 statute miles
- Sky: overcast at 1,000 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.