Piper PA24 accident near Kentland, Indiana, March 26, 2016
On March 26, 2016 at about 6:45 pm local time, a 1963 Piper PA24, registered N8154P, was substantially damaged in an accident during approach (VFR pattern final) near Kentland, Indiana (Kentland Muni airport). It was an instructional flight under general aviation rules (Part 91). 2 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 postaccident examination of the airframe and engine did not reveal any mechanical anomalies that would have precluded normal operation. Contributing to the accident was the flight instructor's inadequate airspeed management during the forced landing, which led to an aerodynamic stall at low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 2016 · about 6:45 pm local time
- Place
- Kentland, Indiana · Kentland Muni · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA24 250, built 1963 · all PA24s on the register
- Registration
- N8154P · no longer on the register · serial 24-3409
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that he had demonstrated the use of the airplane's fuel quantity gauge during the instructional flight. As part of the demonstration, he had changed the position of the fuel selector but did not recall in what position he had left the selector at the conclusion of the exercise. While approaching the airport to land, the engine experienced a total loss of power, and the flight instructor assumed control of the airplane. During the subsequent forced landing to a field, the airplane stalled about 10 feet above the ground and landed hard, resulting in substantial damage. Postaccident examination found fuel in all fuel tanks with the exception of the right auxiliary tank. No mechanical anomalies were found with the airplane. The position of the fuel selector before the loss of engine power could not be determined, as the flight instructor turned the selector to the off position during the postaccident egress. The airplane was operating in an area conducive to the formation of serious icing at glide power, however, it could not be determined if the loss of engine power was a result of fuel starvation with the right auxiliary fuel tank selected, or if carburetor icing had formed during the airplane's descent. It is likely that the stall experienced during the forced landing contributed to the severity of damage to the airplane.
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 approach (VFR pattern final)
- Loss of engine power (total) during approach (VFR pattern final) defining event
- Aerodynamic stall/spin during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Not specified
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,016 hours in all; 2,101 in this make and model; 2.7 in the last 90 days; 1.1 in the last 30 days; 4,400 as pilot in command; 1,453 on instruments
- Last flight review: July 11, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 778 hours in all; 1 in this make and model; 8.6 in the last 90 days; 3.5 in the last 30 days; 718 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, February 14, 2016; 4,131 hours since
- Maximum gross weight: 2,899 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1D5 (piston); 4,131 hours total
The flight
- Departed from: 50I Kentland IN at 5:35 pm
- Destination: 50I Kentland IN
- Flight plan: none
- Runway 09, 4,004 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 34°F (1°C)
- Altimeter: 30.12 inHg
- Observation at 6:55 pm from KRZL, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on July 19, 2016. 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, 10 pages | View Download |
| 2 | Photo (Non NTSB) | PDF, 1 page | View Download |
| 3 | Carburetor Icing Probability Chart | PDF, 1 page | View Download |
| 4 | Record of Conversation FAA | 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.