Piper PA 28R-200 accident near St. Augustine, Florida, August 20, 2017
On August 20, 2017 at about 3:20 pm local time, a 1969 Piper PA 28R-200, registered N9431N, was substantially damaged in an accident during initial climb near St. Augustine, Florida (Northeast Florida Rgnl 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
A total loss of engine power for reasons that could not be determined because examination of the airplane and engine did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation and because the amount of fuel onboard the airplane could not be verified.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 20, 2017 · about 3:20 pm local time
- Place
- St. Augustine, Florida · Northeast Florida Rgnl · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28R-200 200, built 1969 · all PA 28R-200s on the register
- Registration
- N9431N · no longer on the register · serial 28R-35144
- 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, during a training flight to practice touch-and-go landings, while the airplane was climbing through 500 ft, the engine started to "sputter." The student pilot, who was flying the airplane, stated that she switched the fuel tanks just before the engine lost power but that she was unsure which tank she had selected. Due to the low altitude, the flight instructor took control of the airplane and performed an emergency landing in a marsh, during which the right wing and airframe sustained substantial damage. An examination of the airplane and engine did not reveal evidence any preimpact mechanical malfunctions or failures that would have precluded normal operation. Before takeoff, the airplane had 25 gallons of fuel onboard, and the airplane had been flown about 1 hour before the engine lost power. According to the engine operating manual, the engine's fuel consumption rate was 12.5 gallons per hour, which would have resulted in about half of the fuel supply still being available when the engine lost power, assuming that the supply of fuel in the selected fuel tank had not already been exhausted. However, the postaccident quantity of fuel onboard the airplane could not be verified due to the airplane having rested in the marsh after the accident. Therefore, based on the available evidence, the reason for the loss of engine power could not be determined.
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 initial climb defining event
- Off-field or emergency landing during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,340 hours in all; 4 in this make and model; 336 in the last 90 days; 122 in the last 30 days; 1,267 as pilot in command; 979 on instruments
- Last flight review: May 17, 2017
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 228 hours in all; 3 in this make and model; 48 in the last 90 days; 17 in the last 30 days; 167 as pilot in command
- Last flight review: July 2, 2017
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 6,942.8 hours
- Last inspection: annual inspection, May 19, 2017; 60 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming I0360 SER (piston); 1,936 hours total
The flight
- Departed from: SGJ St. Augustine FL at 2:35 pm
- Destination: SGJ St. Augustine FL
- Flight plan: none
- Runway 13, 8,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 2,700 ft
- Temperature: 88°F (31°C), dew point 77°F (25°C)
- Altimeter: 30.07 inHg
- Observation at 2:56 pm from SGJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on February 28, 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, 12 pages | View Download |
| 2 | FAA Inspector's Memorandum of Record | PDF, 1 page | View Download |
| 3 | Maintenance Records | PDF, 1 page | View Download |
| 4 | Lycoming Engine Operating Manual Excerpts | PDF, 2 pages | View Download |
| 5 | Photo Array | PDF, 4 pages | 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.