Piper PA28R accident near Easton, Maryland, March 13, 2019
On March 13, 2019 at about 9:40 pm local time, a 1975 Piper PA28R, registered N33305, was substantially damaged in an accident near Easton, Maryland (Easton/Newnam Field). 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
The loss of engine power for reasons that could not be determined because postaccident engine examination and testing revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2019 · about 9:40 pm local time
- Place
- Easton, Maryland · Easton/Newnam Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA28R 200, built 1975 · all PA28Rs on the register
- Registration
- N33305 · no longer on the register · serial 28R-7535131
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and pilot were on a flight to resume the pilot's instrument training. After performing maneuvers and several touch-and-go landings, the pilots elected to perform a practice instrument approach to the destination airport. While on the approach, they configured the airplane for landing. The flight instructor noted that the airplane was below the glideslope and asked the pilot to increase engine power; however, the engine did not respond to the throttle input. The flight instructor took the controls and attempted to restore engine power without success. The propeller continued to windmill, the pilot switched fuel tanks, and the engine did not restart. The flight instructor performed a forced landing in a nearby field, during which the fuselage was substantially damaged. During recovery from the field, fuel was drained from both fuel tanks, and no water or debris was noted in the fuel. An examination of the engine revealed crankshaft and valvetrain continuity throughout the engine. The propeller was rotated through 360° of motion, and compression and suction were noted on all cylinders. In addition, fuel was plumbed into the engine, and the engine was started and ran smoothly without hesitation. The engine power was decreased to idle power, and then the engine was shut down. There were no mechanical malfunctions or failures noted with the engine that would have precluded normal operation before the accident. 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
- Approach-circling (IFR) Loss of engine power (total) defining event
- Off-field or emergency landing during emergency descent
- Collision during takeoff/land during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 855 hours in all; 158 in this make and model; 198 in the last 90 days; 67 in the last 30 days; 814 as pilot in command; 532.9 on instruments
- Last flight review: January 26, 2019
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; instrument: airplane
- Flight time: 263 hours in all; 21 in this make and model; 190 as pilot in command
- Last flight review: October 26, 2018
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,537.6 hours
- Last inspection: annual inspection, March 5, 2019
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: CGE Cambridge MD at 9:20 pm
- Destination: ESN Easton MD
- Flight plan: none
- Runway 04, 5,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft
- Temperature: 55°F (13°C), dew point 28°F (-2°C)
- Altimeter: 30.30 inHg
- Observation at 9:57 pm from ESN, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on October 18, 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, 11 pages | View Download |
| 2 | Mechanic Statement - Post Accident Examination | PDF, 2 pages | View Download |
| 3 | Memorandum for Record - FAA Inspector | PDF, 1 page | View Download |
| 4 | Jpi Factual Report | PDF, 5 pages | View Download |
| 5 | Jpi Factual Report - Attachment 1 | data file | Download |
| 6 | Maintenance Log Excerpts | PDF, 47 pages | View Download |
| 7 | Weather Observations | PDF, 1 page | View Download |
| 8 | Investigative Photographs | PDF, 3 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.