Piper PA-28-161 accident near Oskaloosa, Iowa, May 18, 2013
On May 18, 2013 at about 5:30 pm local time, a Piper PA-28-161, registered N47539, was substantially damaged in an accident during enroute (cruise) near Oskaloosa, Iowa. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for reasons that could not be determined because the engine examination did not reveal any malfunctions or failures that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2013 · about 5:30 pm local time
- Place
- Oskaloosa, Iowa · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N47539 · no longer on the register · serial 28-7816093
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and two passengers were in cruise flight when the airplane’s engine lost power. The pilot turned on the electric-driven fuel pump, switched fuel tanks, and applied carburetor heat. The engine did not respond; therefore, he performed a forced landing in a field. A postaccident examination of the engine did not reveal any preexisting malfunctions or failures that would have precluded normal operation. Although the atmospheric conditions at the time of the accident were conducive to serious carburetor icing at glide power settings, the airplane was operating at cruise power. The reason for the loss of engine power could not be determined.
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
- Unknown or undetermined during unknown
- Loss of engine power (partial) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,792 hours in all; 245 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 2,227 on instruments
- Last flight review: October 12, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,813 hours
- Last inspection: annual inspection, September 24, 2012
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: KAWG Washington IA at 5:00 pm
- Destination: I75 Osceola IA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 140° at 11 knots
- Visibility: 3 statute miles
- Sky: broken clouds at 4,400 ft; scat at 3,300 ft
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 29.94 inHg
- Observation at 5:35 pm from KOOA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N47539 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.