Piper PA-28-140 accident near East Troy, Wisconsin, September 2, 2024
On September 2, 2024 at about 8:30 pm local time, a 1974 Piper PA-28-140, registered N32435, was substantially damaged in an accident during initial climb near East Troy, Wisconsin (East Troy Muni airport). It was a personal flight under general aviation rules (Part 91). 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
The pilot/mechanic’s improper torquing of the fuel hose fitting while replacing the fuel pump, which allowed air to enter the fuel system and resulted in a loss of engine power during initial climb. Contributing to the accident was the pilot/mechanic’s failure to detect and rectify the loose fuel hose during a subsequent annual inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2024 · about 8:30 pm local time
- Place
- East Troy, Wisconsin · East Troy Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140, built 1974 · all PA-28-140s on the register
- Registration
- N32435 · registry record · serial 28-7525066
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had flown the airplane for about an hour to practice maneuvers and then returned to the airport where he made an uneventful landing. He then taxied back to the runway for another takeoff. During the initial climb, the pilot noticed that the fuel pressure reading was dropping, but there was insufficient runway remaining to abort the takeoff. As the climb continued, the fuel pressure varied between 0 and 4 pounds per square inch (psi) and the engine surged. The pilot leveled the airplane and verified that the auxiliary electric fuel pump was on. Unable to maintain altitude, he performed a forced landing in a cornfield. The airplane incurred substantial damage to both wings, the fuselage, and the engine mount. Postaccident examination revealed that the fuel hose fitting to the suction side of the mechanical fuel pump was loose and falling off. After tightening the fitting, an engine test run was performed. (No test run was performed with the fuel hose loose.) A full-throttle engine run could not be performed due to impact-related damage to the propeller blades. However, no anomalies were detected in the engine speed range that could be achieved. The pilot, who was also a mechanic with an inspection authorization, had replaced a leaking mechanical fuel pump 16 days before the accident and had performed an annual inspection of the airplane 9 days before the accident. It is likely that the pilot/mechanic improperly torqued the fuel hose fitting during installation of the replacement fuel pump, which allowed air to enter the fuel system and resulted in a loss of engine 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
- Aircraft maintenance event during prior to flight
- Aircraft inspection event during prior to flight
- Sys/Comp malf/fail (non-power) during initial climb defining event
The NTSB's findings
- Personnel issues › Task performance › Maintenance › Replacement › Maintenance personnel
- Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel pump › Incorrect service/maintenance
- Aircraft › Aircraft systems › Fuel system › Fuel distribution › Incorrect service/maintenance
- Aircraft › Aircraft systems › Fuel system › Fuel distribution › Inadequate inspection
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 98 hours in all; 1 in this make and model; 19 in the last 90 days; 4 in the last 30 days; 27 as pilot in command; 0 on instruments
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 17,901 hours
- Last inspection: annual inspection, August 24, 2024; 3 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 3,633 hours total
The flight
- Departed from: 57C East Troy WI at 6:45 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 30.30 inHg
- Observation at 3:35 pm from KBUU, 7 miles away
Weather report (METAR): METAR KBUU 022035Z AUTO 00000KT 10SM BKN055 22/11 A3030 RMK AO2 T02210105 PWINO=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Airplane at accident site
Photograph 2 – Bent engine mount
Photograph 3 – Airplane during removal from accident site
Photograph 4 – Airplane after removal from accident siteThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on July 16, 2026. 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 | FAA Inspector Statement | PDF, 2 pages | View Download |
| 3 | Maintenance Records | PDF, 3 pages | View Download |
| 4 | Accident Photos | PDF, 5 pages · our copy | 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.