Piper Aircraft INC PA-28-181 accident near Indiantown, Florida, April 19, 2026
On April 19, 2026 at about 1:15 am local time, a 2013 Piper Aircraft INC PA-28-181, registered N643FT, was substantially damaged in an accident during enroute near Indiantown, Florida. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 2026 · about 1:15 am local time
- Place
- Indiantown, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper Aircraft INC PA-28-181, built 2013
- Registration
- N643FT · registry record · serial 2843703
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On April 18, 2026, about 2115 eastern daylight time, a Piper PA-28-181, N643FT, was substantially damaged when it was involved in an accident near Indiantown, Florida. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. According to the pilot, the purpose of the flight was to perform a night flight to a non-towered airport, then return to the departure airport, as part of his flight training curriculum. He arrived at Melbourne Orlando International Airport (MLB), Melbourne, Florida, around 1400 to plan the flight. The flight plan was completed then reviewed by the flight school’s dispatch staff. About 1915, the pilot performed a preflight inspection of the airplane and did not observe any anomalies. Based on the electronic fuel gauges and by visual inspection of the fuel tanks, the pilot determined he had full fuel; however, he separately reported 40 gallons (the airplane’s total fuel capacity was 50 gallons). He then started the engine, taxied the airplane to the active runway and performed an engine runup. The engine runup was normal and included a check of the magnetos and carburetor heat functionality. The pilot departed from MLB at 1941 and landed at Palm Beach County Park Airport (LNA), West Palm Beach, Florida, after an uneventful flight, about 2045. The pilot taxied back to runway 10 and departed at 2051, for the return flight to MLB. After departure, he maneuvered to the west to avoid nearby controlled airspace and then proceeded northbound. He climbed to 3,500 ft above mean sea level (msl) then performed the cruise checklist. About 25 minutes after departure, the airplane experienced a loss of engine power. The pilot reported that the engine rpm suddenly decreased from 2,600 to 800. He attempted to troubleshoot but was unable to restart the engine. The pilot stated that he thought he changed the fuel tanks after the loss of engine power, but that he “could be wrong.” He then declared “mayday” to air traffic control, secured the engine and prepared for a forced landing. The pilot initially attempted to divert to a nearby airport but determined that the airplane could not reach the airport and then prepared for an off-airport landing on a road. Shortly before landing, the pilot noticed cars driving on the road. The airplane subsequently touched down in a marsh, nosed over and came to rest inverted. The pilot exited the airplane through a window. A postaccident examination of the airplane by an FAA inspector found substantial damage to the empennage and fuselage. The inspector “rocked” the wings of the airplane and heard liquid sloshing back and forth in both fuel tanks, but was unable to open the tanks due to the position of the airplane. First responders noted fluid leaking from both wings. The wreckage was recovered and retained for further examination.
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 enroute defining event
The aircraft
- Airframe total time: 8,136 hours
- Last inspection: 100-hour inspection, March 16, 2026; 88 hours since
- Maximum gross weight: 2,558 lb
- Seats: 4
- Landing gear: fixed
The flight
- Departed from: LNA Lantana FL
- Destination: MLB Melbourne FL
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 110° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.98 inHg
- Observation at 8:15 pm from F45
Weather report (METAR): KF45 190015Z AUTO 11006KT 10SM CLR 24/21 A2998 RMK AO2METAR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
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.