Piper PA-32R accident near Williamstown, New Jersey, June 1, 1996
On June 1, 1996 at about 8:30 pm local time, a Piper PA-32R, registered N8186G, was substantially damaged in an accident near Williamstown, New Jersey. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate maintenance, which resulted in a failure of the magneto housing hold-down flange, a disconnect of the magneto from the engine, and loss of engine power. The obstruction (fence post) in the emergency landing area was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1996 · about 8:30 pm local time
- Place
- Williamstown, New Jersey
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R · all PA-32Rs on the register
- Registration
- N8186G · no longer on the register · serial 32R8029079
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while in cruise flight at 2500 feet '. . . just past the [Cedar Lake] VOR . . . there was a loud 'pop' from the engine compartment and an immediate loss of power.' During a subsequent forced landing, the aircraft struck a large fence post causing the right wing to separate. The aircraft rotated 90 degrees and the landing gear collapsed. Examination of the aircraft revealed the magneto had disconnected from the accessory gear box. An inspection disclosed the upper magneto hold down stud was intact and the associated hardware consisting of the nut, washer, lock washer, and hold-down clip were installed; however, the same pieces of hardware for the lower hold down stud were missing. Also noted was that a significant section of the magneto housing hold-down flange was fractured.
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: 2,106 hours in all; 1,109 in this make and model; 32 in the last 90 days; 29 in the last 30 days; 1,903 as pilot in command; 95 on instruments
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,955 hours
- Last inspection: annual inspection, July 1, 1995; 96 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: IS0 Kinston NC at 6:30 pm
- Destination: TTN Trenton NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 13 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 8:00 pm from MIV, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.