Piper PA-36-285 accident near Fremont, Nebraska, June 25, 2010
On June 25, 2010 at about 7:30 pm local time, a Piper PA-36-285, registered N269JW, was substantially damaged in an accident during landing near Fremont, Nebraska. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s loss of control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 2010 · about 7:30 pm local time
- Place
- Fremont, Nebraska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-36-285 · all PA-36-285s on the register
- Registration
- N269JW · no longer on the register · serial 36-7560063
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on a repositioning flight after an annual inspection. A witness, who was driving down a road, observed the airplane flying erratically toward him as if to land. The airplane then made a sharp turn toward a field next to the road. The airplane hit a fence and an outbuilding on a farm. The pilot received serious injuries and had no recollection of the accident. Witness observations and evidence indicated that the engine was producing power at the time of impact. No anomalies were noted with the airplane or engine during a postaccident examination.
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
What happened, in order
- Off-field or emergency landing during maneuvering (low-alt flying)
- Hard landing during landing defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not specified
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,226 hours in all; 2,013 in this make and model; 5 in the last 90 days; 3 in the last 30 days; 3,028 as pilot in command
- Last flight review: June 25, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Last inspection: annual inspection, June 24, 2010; 1 hours since
- Seats: 1
- Landing gear: fixed
- Engine: Cont Motor 6-285-A (piston); 0 hours total
The flight
- Departed from: tqe Tekemah NE at 7:00 pm
- Destination: Sutton NE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 15 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 73°F (23°C)
- Altimeter: 29.88 inHg
- Observation at 8:10 pm from FET, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
Other NTSB records under N269JW the same tail number, which may have belonged to a different aircraft at the time
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.