Piper PA32 accident near Baltimore, Maryland, September 14, 2024
On September 14, 2024 at about 6:05 pm local time, a 1966 Piper PA32, registered N6FT, was substantially damaged in an accident during takeoff near Baltimore, Maryland (Baltimore/Washington Int'L Thu airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The undetected worn internal parts of the on-condition carburetor, which restricted movement of the float, resulting in fuel starvation. Contributing to the severity of the accident was the pilot’s delayed reduction of the throttle when performing a forced landing, causing a second climb and subsequent fuel starvation event, resulting in a second forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2024 · about 6:05 pm local time
- Place
- Baltimore, Maryland · Baltimore/Washington Int'L Thu · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32 260, built 1966 · all PA32s on the register
- Registration
- N6FT · registry record · serial 32-336
- 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 on two separate uneventful flights earlier that day and was departing on another flight around the airport traffic pattern with two passengers when the engine lost power during takeoff. The pilot landed fast on the remaining portion of the runway. With the throttle still applied, engine power resumed, causing the airplane to become airborne again. The engine then lost power again when the airplane was beyond the departure end of the runway, causing the pilot to land on grass. The airplane then rolled along terrain before coming to rest adjacent to a building on the airport property, with substantial damage to the airplane’s right wing. Postaccident examination of the engine, engine controls including carburetor heat, fuel supply, fuel vent, air induction, exhaust, and ignition systems revealed no evidence of preimpact failure or malfunction that would have precluded normal operation. Although operational testing of the carburetor revealed no discrepancies with the accelerator pump, mixture control, or performance of the main circuit, subsequent testing revealed restriction of the float caused by the float pontoons contacting the interior walls of the test bowl. Further, the float hinge was worn 0.002 inches beyond specified limits. Although the carburetor had been in service for more than 43 years, it was considered an on-condition item for Part 91 operators and, as such, was not subject to a set overhaul period based on calendar or operational time. Based on the results of the postaccident examination, the carburetor’s undetected worn internal parts likely restricted movement of the float, preventing fuel from entering the float bowl as fuel was consumed during takeoff, which resulted in fuel starvation. Additionally, had the pilot reduced throttle when performing the first forced landing on the remaining portion of the runway, the flight duration would have been shortened, lessening the chance for airplane damage.
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
- Off-field or emergency landing during emergency descent
- Runway excursion during landing (landing roll)
- Fuel starvation during takeoff
- Powerplant sys/comp malf/fail during takeoff defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Damaged/degraded
- Aircraft › Aircraft power plant › Engine controls › Power lever › Unknown/Not determined
- Personnel issues › Action/decision › Action › Delayed action › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,000 hours in all; 600 in this make and model; 12 in the last 90 days; 7 in the last 30 days; 4,000 as pilot in command; 1,000 on instruments
- Last flight review: October 9, 2022
- Medical certificate: BasicMed (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,878 hours
- Last inspection: annual inspection, July 1, 2024; 6 hours since
- Maximum gross weight: 3,400 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming O-540-E4B5 (piston); 1,823 hours total
The flight
- Flight plan: none
- Runway 15L, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 4,500 ft
- Temperature: 82°F (28°C), dew point 61°F (16°C)
- Altimeter: 30.21 inHg
- Observation at 1:54 pm from KBWI, 1 miles away
Weather report (METAR): KBWI 141754Z 05011KT 10SM FEW045 BKN250 28/16 A3021 RMK AO2 SLP228 T02830156 10283 20183 58010 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.