Piper PA-32RT-300T accident near Lake Worth, Florida, October 23, 2022
On October 23, 2022 at about 8:10 pm local time, a 1978 Piper PA-32RT-300T, registered N39628, was substantially damaged in an accident during initial climb near Lake Worth, Florida (Palm Beach County Park airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for reasons that could not be determined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 23, 2022 · about 8:10 pm local time
- Place
- Lake Worth, Florida · Palm Beach County Park · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T, built 1978 · all PA-32RT-300Ts on the register
- Registration
- N39628 · no longer on the register · serial 32R-7887127
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After an uneventful flight and landing the pilot purchased 10 gallons of 100LL aviation fuel for a total fuel load of 27 gallons for his next flight to his destination airport about 55 nautical miles away. The takeoff and initial climb were normal, but shortly after retracting flaps and making a power adjustment, the engine began to lose power and his attempt to regain power was unsuccessful. The pilot stated there was “no roughness” in the engine before or during the power loss. Unable to maintain level flight, and at an altitude of 300 ft above ground level, he made a forced landing on a paved road. During the landing attempt, the airplane struck treetops and a fence, shearing off the landing gear. The airplane skidded about 500 ft before coming to rest against a guardrail, sustaining substantial damage during the impact. Recovered fuel revealed no discrepancies or contamination and the flight computer showed 26 gallons were on board at the time of the accident. Examination of the engine and its subcomponents did not reveal any reason for the loss of engine power. An examination, teardown, and functional test of the turbo charger revealed rotational scoring on the intake housing and all components were observed to be normal. The functional test did not reveal any anomalies. While rust was discovered on the shaft and housing, the airplane was stored outside in hot humid conditions months after recovery, so it is likely that it developed after the accident and did not contribute to the loss of power. Examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation, and the reason for 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
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
- Unknown or undetermined during initial climb defining event
The NTSB's findings
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,275 hours in all; 600 in this make and model; 49 in the last 90 days; 36 in the last 30 days; 1,866 as pilot in command
- Last flight review: March 27, 2021
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,115 hours
- Last inspection: annual inspection, May 4, 2022; 74 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 3,073 hours total
The flight
- Departed from: LNA West Palm Beach FL at 7:50 pm
- Destination: OBE Okeechobee FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 66°F (19°C)
- Altimeter: 30.03 inHg
- Observation at 4:15 pm from LNA, 2 miles away
Weather report (METAR): METAR KLNA 232015Z AUTO 01013KT 10SM CLR 29/19 A3003 RMK AO2 T02850189 PNO=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on November 7, 2024. 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 | Pilot's Statement | PDF, 3 pages | View Download |
| 3 | Wreckage Examination Summary | PDF, 11 pages | View Download |
| 4 | FAA Inspector's Statement | PDF, 4 pages | View Download |
| 5 | Maintenance Records (Excerpts) | PDF, 11 pages | View Download |
| 6 | Fuel Receipt | PDF, 1 page | View Download |
| 7 | Evidence Control Documentation - Turbocharger | PDF, 1 page | View Download |
| 8 | Investigative Photographs | PDF, 8 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N39628 the same tail number, which may have belonged to a different aircraft at the time
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.