Piper PA-28-161 accident near Williamstown, New Jersey, May 30, 2000
On May 30, 2000 at about 10:59 pm local time, a Piper PA-28-161, registered N4319U, was substantially damaged in an accident near Williamstown, New Jersey (Camden County Airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
improper installation of a quick drain plug by the airplane owner/mechanic which resulted in a loss of engine oil and forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2000 · about 10:59 pm local time
- Place
- Williamstown, New Jersey · Camden County Airport
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N4319U · no longer on the register · serial 28-8416010
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While cruising at 2,000 feet, the pilot noticed the oil pressure light first flicker, then come on steady. A few seconds later, the airplane started to vibrate. During an off airport landing in a field, the airplane struck a power line prior to impacting in an open field. Examination of the engine revealed the engine oil drain plug was missing from the oil sump, and there was no oil in the engine. The engine had accumulated 72 hours since a factory overhaul. Twenty hours after the engine was installed in the airplane, an oil change was performed. The mechanic, who performed the oil change, reported a quick drain was installed, but said he did not notice if it was safety wired, nor did he know who installed the quick drain. The airplane owner/mechanic who performed the engine installation declined to talk to the Safety Board investigator about the quick drain installation. Textron-Lycoming reported they overhauled the engine and delivered it with two standard drain plugs and no quick drains installed.
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: single-engine land
- Flight time: 130 hours in all; 125 in this make and model; 12 in the last 90 days; 5 in the last 30 days; 79 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,517 hours
- Last inspection: annual inspection, May 4, 2000; 72 hours since
- Maximum gross weight: 2,440 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 19N Berlin NJ at 10:45 pm
- Destination: AIY Atlantic City NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 080° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 3,300 ft
- Temperature: 61°F (16°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 10:54 pm from PHL, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.