Piper PA-28-140 accident near Edgewater, Maryland, April 17, 1993
On April 17, 1993 at about 7:21 pm local time, a Piper PA-28-140, registered N56430, was destroyed in an accident near Edgewater, Maryland (Lee airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper in-flight planning/decision after selecting the wrong runway for a precautionary landing , which resulted in an inadvertent descent into transmission lines, while attempting to maneuver back to the runway. Factors related to the accident were fatigue failure of the number 4 exhaust valve, and failure of maintenance personnel to comply with service bulletins regarding the inspection and replacement of the valve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 1993 · about 7:21 pm local time
- Place
- Edgewater, Maryland · Lee · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N56430 · no longer on the register · serial 28-7325692
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported to air traffic control that he had only 'partial power'. He received vectors to the closest airport. One witness, a certified flight instructor, saw the airplane and heard the pilot transmit that he would be making a 'partial power landing downwind on runway 12.' The witness reported that the winds were 'stiff' and favoring the opposite runway. The airplane made an approach over runway 12, and then the pilot announced that he was 'going around.' The airplane was then observed to climb, banked steeply to the left, turned back towards the airport, descended, and impacted power lines and a corn field. An examination of the engine revealed that the No. 4 exhaust valve had fractured as a result of fatigue cracking. Service Bulletins recommending the inspection and replacement of the valve were not complied with.
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
- Flight time: 75 hours in all; 8 in this make and model; 18 in the last 90 days; 6 in the last 30 days; 22 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,607 hours
- Last inspection: 100-hour inspection, January 29, 1993; 89 hours since
- Maximum gross weight: 2,050 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
- Fire on the ground
- Operator: International Aviation, INC.
The flight
- Departed from: FDK Frederick MD at 6:50 pm
- Destination: N80 Ocean City MD
- Flight plan: none
- Runway 12, 2,505 ft by 45 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 16 knots, gusting 22
- Visibility: 20 statute miles
- Sky: overcast at 7,000 ft; scat at 6,000 ft
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 7:53 pm from BWI, 33 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.