Piper PA-28-180 accident near Bath, Pennsylvania, May 4, 1996
On May 4, 1996 at about 2:05 am local time, a Piper PA-28-180, registered N9549J, was substantially damaged in an accident near Bath, Pennsylvania (Allentown airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's improper in-flight decision and planning, and his mismanagement of the fuel supply, which resulted in fuel exhaustion and the loss of engine power. Darkness and low clouds in the emergency landing area were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 1996 · about 2:05 am local time
- Place
- Bath, Pennsylvania · Allentown · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N9549J · no longer on the register · serial 28-3678
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was en route at night in instrument meteorological conditions when he realized that he was low on fuel. He decided to divert to Allentown, Pennsylvania. About 3 miles from the airport, the engine lost power. During a subsequent forced landing, the airplane collided with a tree and was damaged. According to the pilot, '...After some time flying I realize that the headwinds (were) stronger than when I did my flight planning, but I (took) action too late.' Examination of the airplane by the FAA revealed the fuel tanks were empty. There were no breaks or leaks in the fuel tanks or fuel lines. No mechanical malfunction was reported by either the pilot or the FAA. The pilot reported he had 36 gallons of fuel onboard at the time of departure. According to records, the airplane had been operated over 4 hours at the time of the power loss.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,050 hours in all; 500 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 1,950 as pilot in command; 964 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,254 hours
- Last inspection: annual inspection, April 16, 1996; 32 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: CON Concord NH at 10:02 pm
- Destination: N70 Perkasie PA
- Flight plan: IFR
- Runway 6, 7,600 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 040° at 4 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 900 ft; not recorded
- Temperature: 55°F (13°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 1:51 am from ABE, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.