Piper PA-28-201RT accident near Toms River, New Jersey, September 12, 1999
On September 12, 1999 at about 4:00 pm local time, a Piper PA-28-201RT, registered N8313R, was substantially damaged in an accident near Toms River, New Jersey (Robert J. Miller Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to obtain proper clearance over an obstacle.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 1999 · about 4:00 pm local time
- Place
- Toms River, New Jersey · Robert J. Miller Airport
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-201RT PA-28-201R · all PA-28-201RTs on the register
- Registration
- N8313R · registry record · serial 28-8118041
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While taking off from the originating airport, the pilot felt a slight impact on the right main landing gear about halfway down the runway. The takeoff was continued, and the airplane lifted off normally. The pilot attempted to retract the gear, and it would not retract. The flight was continued uneventfully to the destination airport and a landing was made on the damaged right main landing gear, which immediately collapsed. According to the airport manager at the originating airport the airplane 'seemed to use all of the available runway.' A second witness stated that the airplane used the whole runway and hit a 2-foot high berm at the end. 'It was the berm that put him into the air.' A passenger in the airplane stated the airplane lifted off about 2/3 of the way down the runway and heard a 'kabang' at the same time as the liftoff. Examination of the wreckage revealed that the right main landing gear forward retainer assembly and retaining bolt were sheared. When viewed from the face of the shear point, the forward retainer had a significant impact driving the landing gear rearward.
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: single-engine land
- Flight time: 2,050 hours in all; 1,200 in this make and model
- Medical certificate: Class 3
- Seat: left
The aircraft
- Airframe total time: 1,844 hours
- Last inspection: annual inspection, March 1, 1999; 40 hours since
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: 3W3 Stevensville MD at 1:30 pm
- Destination: MJX
- Flight plan: none
- Runway 24, 5,949 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 3:54 pm from BWI, 30 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.