Piper PA-28-180 accident near Latrobe, Pennsylvania, April 14, 2011
On April 14, 2011, a Piper PA-28-180, registered N5325L, was substantially damaged in an accident during approach (IFR initial approach) near Latrobe, Pennsylvania. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Maintenance personnel’s failure to properly secure the throttle cable to the fuel servo.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 14, 2011
- Place
- Latrobe, Pennsylvania · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N5325L · no longer on the register · serial 28-4628
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While flying an instrument landing system approach with his flight instructor, the pilot said he added power to stay on the glide slope but the engine remained at 1,600 rpm. He declared an emergency with the tower air traffic controller, and looked for a suitable forced landing area. During the forced landing on a hill, the wings and landing gear received substantial damage. Postaccident examination by a Federal Aviation Administration inspector revealed that the throttle cable separated from the arm of the fuel servo. A review of the airplane's maintenance records revealed that the airplane had undergone an engine change 32 hours prior to the accident.
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 (partial) during approach (IFR initial approach) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine controls › Power lever › Incorrect service/maintenance
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 340 hours in all; 1 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 187 as pilot in command; 0 on instruments
- Last flight review: June 12, 2009
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,745 hours
- Last inspection: 100-hour inspection, April 4, 2011; 30 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360 SER (piston); 0 hours total
The flight
- Departed from: LBE Latrobe PA
- Destination: LBE Latrobe PA
- Flight plan: none
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 43°F (6°C), dew point 43°F (6°C)
- Altimeter: 30.02 inHg
- Observation at 4:50 am from LBE, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
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.
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.