Accident Overview
On April 1, 2026, at about 1541 eastern daylight time, a Piper PA-28-181, registration N494LA, was substantially damaged in an accident near Philadelphia, Pennsylvania. The flight instructor received minor injuries, and the student pilot received serious injuries. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Flight History
The flight instructor reported that the flight aimed to prepare the student pilot for an upcoming check ride. After an uneventful flight, they returned to Northeast Philadelphia Airport (PNE). While approaching the traffic pattern for runway 33, air traffic control (ATC) instructed them to remain at or above 1,800 ft mean sea level (msl). Shortly after, ATC cleared the airplane to descend, and the student pilot reduced engine power.
At 1,400 ft msl, the student pilot attempted to increase engine power but the engine did not respond. The flight instructor recalled the student pilot stating there was no power, and the tachometer indicated 750 rpm. The instructor engaged the starter and searched for a suitable landing location, then assumed control and conducted an emergency landing in a park. During the landing roll, the airplane impacted a tree, resulting in substantial damage to the fuselage, engine mount, and both wings.
Postaccident Examination
An FAA inspector examined the airplane on scene. Both wing fuel tanks contained about 20 gallons of 100LL aviation fuel. The magnetos, master switch, and alternator were in the on position; the throttle and mixture levers were full forward; and the fuel selector was on the left fuel tank.
The airplane was equipped with an engine monitor with non-volatile memory. Data retrieved showed that when engine power was reduced to about 1,400 rpm, fuel flow remained at 12.7 gallons per hour, followed by a subsequent loss of engine rpm.
A postaccident examination of the airframe and engine was conducted. Manual rotation of the propeller provided 720° of engine rotation with thumb compressions and suction on all cylinders. Crankshaft-to-camshaft continuity was confirmed. Magneto timing was verified, and both magnetos produced bright blue spark at all leads.
The oil filter was damaged and could not be removed, but an access hole was cut; the filter element showed no debris or contamination. The oil suction screen was unobstructed, and about 5 quarts of oil were indicated. The fuel manifold and lines to the cylinder heads were secure. The manifold was clean with an undamaged diaphragm. Fuel injector nozzles were secure and free of obstructions. The fuel pump was secured and pressure was observed when the pump arm was manipulated. The fuel injector was undamaged.
Throttle and mixture cable ends remained attached, but the cables were cut by recover personnel after their positions were photographed. The fuel injector inlet screen was unobstructed, and the injector was retained for further examination. The fuel tanks were not breached, and fuel vents were unobstructed. The fuel selector was retained for further examination. The airframe auxiliary fuel pump operated when external power was applied. The fuel selector was sent to the airframe manufacturer for further testing and inspection in accordance with the PA-28-181 maintenance manual, during which external leakage was observed.
The airplane was retained for further examination.