ERA26LA163

On April 1, 2026, about 1635 eastern daylight time, a Piper PA-31T1, N96MA, was substantially damaged when it was involved in an accident near Ocean City, New Jersey. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 positioning flight. The pilot reported that the instrument flight rules (IFR) flight was uneventful from Gaithersburg, Maryland. The flight was cleared for a visual approach to runway 6 at Ocean City Municipal Airport (26N), Ocean City, New Jersey. The automated weather observation system (AWOS) reported the wind as calm and the pilot flew the GPS approach to runway 6, utilizing the lateral and vertical guidance. The airplane was configured for landing at the final approach fix, and the pilot flew a stable approach on the “blue” line (112 knots indicated airspeed, best one-engine inoperative climb speed), then slowed to final approach speed, once landing on the runway was assured. About 300 ft above ground level, the pilot slowed the airplane further. The airplane landed on the appropriate touchdown point, and initial deceleration seemed normal. However, about 30 knots, the pilot was unable to slow the airplane further despite applying maximum brake pressure. The brakes appeared ineffective. He continued applying maximum pressure on the brake pedals. As the airplane departed the end of the 2,972-ft-long runway, both main landing gear tires “grabbed” and the airplane veered to the left. The right main landing gear contacted soft ground and collapsed. The airplane then spun 180° and came to rest upright about 30 ft beyond the end of the runway. After securing and exiting the airplane, the pilot noticed that the windsock was indicating a direct tailwind from 240° at 15 knots. The pilot added that the windsock was not visually discernible during the approach and he was relying on the AWOS report, which indicated calm wind. After the accident, the pilot captured a screenshot on his mobile device, showing the AWOS information indicating a calm wind. He also took a photograph of the windsock and supplied the two to the NTSB. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot of another airplane, N96GD, was on an IFR flight from Frederick, Maryland, and landed about 20 minutes before the accident airplane. He also reported that the AWOS was reporting calm wind but noted after touchdown on runway 6 that he had a direct tailwind in excess of 8 knots. During a telephone conversation, the airport manager at 26N stated that the AWOS was an “AV” AWOS, indicating that the altimeter setting and visibility information were certified, but that the wind information was advisory only. He added that he had not received any other reports of a discrepancy between actual wind information and that which the AWOS was broadcasting. He further stated that a weather front passed throughthe area about the time of the accident. Atlantic City International Airport (ACY), Atlantic City, New Jersey, was located about 13 miles north of the accident site. The recorded wind at ACY, at 1554, was from 240° at 8 knots. The recorded wind at ACY, at 1654, was from 130° at 8 knots. Cape May County Airport (WWD), Wildwood, New Jersey, was located about 23 miles southwest of the accident site. The recorded wind at WWD, at 1556, was from 150° at 7 knots. The recorded wind at WWD, at 1656, was from 120° at 5 knots.