Piper PA 36-285 accident near Woodburn, Indiana, September 19, 2014
On September 19, 2014 at about 11:00 pm local time, a 1975 Piper PA 36-285, registered N9913P, was substantially damaged in an accident during takeoff near Woodburn, Indiana (Steinman airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power during takeoff for reasons that could not be determined based on the available information.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 2014 · about 11:00 pm local time
- Place
- Woodburn, Indiana · Steinman · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 36-285, built 1975 · all PA 36-285s on the register
- Registration
- N9913P · no longer on the register · serial 36-7560021
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the engine lost power during the takeoff roll. He was unable to stop the airplane on the remaining runway, and it subsequently impacted a berm and then came to rest in a corn field. The pilot reported that, on the day after the accident, he observed about 30 gallons of fuel in the right wing fuel tank and no fuel in the left wing fuel tank. The pilot reported the accident 3 days later, and a postaccident examination was conducted the following day. About 2 gallons of fuel was found in the right wing fuel tank, and the left wing fuel tank was empty. Fuel was placed in each wing fuel tank, and positive fuel flow was observed at the engine fuel inlet. Given these findings, it is possible that the loss of engine power was due to fuel exhaustion; however, the delay in the reporting of the accident precluded an accurate determination of the amount of fuel on board the airplane at the time of the accident. During an engine test run, the engine ran normally on just the left magneto and with both magnetos selected; however, the engine did not run normally on just the right magneto. Each magneto produced a spark across all leads when bench tested. Subsequent examination of the right magneto revealed that the distributor bushing was worn, which allowed excessive play between the distributor gear and the block. It is possible that the worn distributor bushing interfered with the proper timing of the right magneto during the accident takeoff; however, this would have caused a disruption in engine operation, which is not consistent with a sudden or complete loss of power.
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
- Powerplant sys/comp malf/fail during takeoff
- Loss of engine power (total) during takeoff defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
- Landing gear collapse during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 2,199 hours in all; 597 in this make and model; 263 in the last 90 days; 75 in the last 30 days; 2,140 as pilot in command
- Last flight review: September 24, 2014
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 3,642 hours
- Last inspection: annual inspection, May 16, 2014; 295 hours since
- Maximum gross weight: 4,400 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming IO-720-A1B (piston); 2,978 hours total
- Operator: Gaerte AG Service LLC
The flight
- Departed from: 53II Woodburn IN at 11:00 pm
- Destination: 53II Woodburn IN
- Flight plan: none
- Runway 18, 2,300 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 14,000 ft
- Temperature: 66°F (19°C), dew point 50°F (10°C)
- Altimeter: 30.09 inHg
- Observation at 10:54 pm from FWA, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on October 19, 2015. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Pilot's Statement | PDF, 2 pages | View Download |
| 3 | Engine Test Run Sheet | PDF, 1 page | View Download |
| 4 | Engine Maintenance Logbook -- Excerpts | PDF, 7 pages | View Download |
| 5 | Airframe Maintenance Logbook -- Excerpts | PDF, 12 pages | View Download |
| 6 | Accident Photos | PDF, 6 pages | View Download |
| 7 | Conversation Record -- Engine Test Facility | PDF, 1 page | View Download |
| 8 | Weather Reports and Records | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.