Piper PA-32-300 accident near Washington, North Carolina, July 16, 2000
On July 16, 2000 at about 5:22 pm local time, a Piper PA-32-300, registered N2947A, was substantially damaged in an accident near Washington, North Carolina (Warren Field). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadvertent stall by the pilot-in-command while returning for a precautionary landing. Contributing to the accident was the loose engine cowling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2000 · about 5:22 pm local time
- Place
- Washington, North Carolina · Warren Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N2947A · no longer on the register · serial 32-7940221
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated all cowling fasteners were secure during his preflight. After takeoff, the right side of the top cowling came 'straight up.' He turned to land on another runway and was 'trying to maintain enough [airspeed] to stay in the air, but not enough to tear off the cowling.' He lowered one notch of flaps and later reported, 'I ran out of lift.' The airplane landed hard off the intended runway then slid onto it; the top cowling separated on impact. He further stated the raised cowling created drag but did not interfere with his visibility; he did not apply full power to reduce the effects of the increase drag. He stated, 'I should have added more power', there was no problem with the engine. The lower half of the right forward side fastener was separated; but was found, and the wing fastener of the right aft side fastener was separated. Additionally, the attach structure of the right cowl pin was separated from the top cowling but was recovered from the accident site. The right cowl pin and pin bushing were worn but the IA indicated the wear was 'normal.' The top cowling is secured by 6 fasteners and 2 pins that attach to the top cowling and extend through a bushing that is affixed to the bottom cowling.
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
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 651 hours in all; 64 in this make and model; 25 in the last 90 days; 11 in the last 30 days; 456 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,124 hours
- Last inspection: annual inspection, August 1, 1999; 78 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
The flight
- Departed from: OCW at 5:17 pm
- Flight plan: none
- Runway 35, 5,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 5:59 pm from OCW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket 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.