Piper PA-32R-301 accident near Titusville, Florida, January 1, 1993
On January 1, 1993 at about 11:50 pm local time, a Piper PA-32R-301, registered N82542, was substantially damaged in an accident near Titusville, Florida (Space Center Executive airport). It was an instructional 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
LOSS OF ENGINE POWER DURING THE DOWNWIND LEG FOR UNDETERMINED REASONS, POOR IN-FLIGHT PLANNING/DECISION BY THE DUAL STUDENT, AND INADEQUATE SUPERVISION BY THE PILOT-IN-COMMAND (CFI).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 1, 1993 · about 11:50 pm local time
- Place
- Titusville, Florida · Space Center Executive · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301 · all PA-32R-301s on the register
- Registration
- N82542 · registry record · serial 32R-8213059
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER TAKEOFF FOLLOWING THE THIRD TOUCH & GO LANDING ON RWY 36, DURING THE DOWNWIND LEG WHERE THE FLT WAS ABOUT 1 MILE WEST OF THE DEPARTURE RWY, THE STUDENT ADVISED THE CFI THAT HE SMELLED SOMETHING BURNING & THAT THE ENG WASN'T PRODUCING POWER. THE CFI ADVANCED & RETARDED THE THROTTLE & OBSERVED THAT THE MANIFOLD PRESSURE NEEDLE MOVEMENT FOLLOWED THE THROTTLE MOVEMENT, THEN GAVE CONTROL OF THE ACFT BACK TO THE STUDENT. THE STUDENT AGAIN STATED THAT THE ENG WASN'T PRODUCING POWER & THE CFI TOOK CONTROL, TURNED TO THE EAST TO LAND ON A TAXIWAY, & LANDED HARD SHORT OF THE TAXIWAY. FUEL QUANTITY WAS SUFFICIENT TO SUSTAIN ENG OPERATION & THE FUEL SUPPLY DID NOT CONTAIN CONTAMINANTS. THE ENG WAS STARTED AFTER THE ACCIDENT & OPERATED ONLY TO 1,500 RPM DUE TO DAMAGE TO THE PROPELLER ASSY. THE ENG WAS THEN SENT TO THE MANUFACTURER'S FACILITY OPERATED WITH THE ONLY DISCREPANCY NOTED THAT THE FUEL FLOW AT 80 PPH WAS 9 PPH LEANER THAN SPECIFICATION. NO DETERMINATION COULD BE MADE AS TO THE REASON FOR THE LOSS OF ENG POWER.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,950 hours in all; 47 in this make and model; 41 in the last 90 days; 10 in the last 30 days; 960 as pilot in command; 485 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,323 hours
- Last inspection: 100-hour inspection, December 15, 1992; 20 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
- Operator: Patrick Afb Aero Club
The flight
- Departed from: TIX at 11:35 pm
- Flight plan: none
- Runway 36, 6,001 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 360° at 10 knots
- Visibility: 7 statute miles
- Sky: scat at 20,000 ft
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 11:50 pm from TIX, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.