Piper PA28R accident near Prairieville, Louisiana, April 3, 2019
On April 3, 2019 at about 3:00 pm local time, a 1975 Piper PA28R, registered N41AT, suffered minor damage in an accident during enroute (cruise) near Prairieville, Louisiana. It was a personal 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
Installation of an incorrect engine oil drain valve, which resulted in damage to the valve during landing gear retraction and subsequent engine failure due to oil starvation. Contributing to the accident was the failure of maintenance personnel to comply with the Airworthiness Directive regarding the engine oil drain valve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 2019 · about 3:00 pm local time
- Place
- Prairieville, Louisiana · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA28R 200, built 1975 · all PA28Rs on the register
- Registration
- N41AT · no longer on the register · serial 28R-7635146
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting the airplane's first flight following an annual inspection. About 5 minutes after takeoff, the engine started to run rough and seized. The pilot performed a forced landing, during which he sustained serious injuries. Postaccident examination revealed that the engine oil drain valve was damaged when the nose landing gear contacted the valve during gear retraction after takeoff. This resulted in a loss of engine oil and subsequent engine failure due to oil starvation. Further examination revealed that the installed drain valve did not meet manufacturer specifications; the installed valve protruded about 1-1/8 inches from the engine, while the manufacturer-specified valve protruded about 1/2 inch. A review of the airplane maintenance records revealed that the valve was replaced during the annual inspection because it had been leaking. The airframe manufacturer had previously issued a service bulletin regarding installation of an incorrect engine oil drain valve. The Federal Aviation Administration subsequently issued an Airworthiness Directive requiring the replacement of any incorrectly installed valves and placement of a warning placard on the engine mount. The airplane maintenance manual also included a cautionary note regarding the engine oil drain valve and noted the requirement for a warning placard. A warning placard was not present on the accident 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
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Incorrect service/maintenance
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
- factor Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,161 hours in all; 952 in this make and model; 11 in the last 90 days; 1,161 as pilot in command
- Last flight review: October 22, 2017
- Medical certificate: BasicMed (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,754 hours
- Last inspection: annual inspection, April 2, 2019; 1 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 4,753 hours total
The flight
- Departed from: BTR Baton Rouge LA at 2:50 pm
- Destination: REG Gonzales LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 46°F (8°C)
- Altimeter: 30.29 inHg
- Observation at 2:55 pm from REG, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on July 7, 2019. 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 | Witness Statement | PDF, 1 page | View Download |
| 3 | FAA Inspector Statement | PDF, 1 page | View Download |
| 4 | Photo of Engine Oil Drain Valve | PDF, 1 page | View Download |
| 5 | Maintenance Records -- Airframe | PDF, 1 page | View Download |
| 6 | Maintenance Records -- Engine | PDF, 4 pages | View Download |
| 7 | Piper Service Letter No. 910 | PDF, 4 pages | View Download |
| 8 | FAA Airworthiness Directive -- 81-11- | PDF, 4 pages | View Download |
| 9 | Piper Cherokee Service Manual -- Excerpt | PDF, 4 pages | View Download |
| 10 | Curtis Quick Drain Valve -- CCB-37000 | 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.