Piper PA-28-161 N8189T

Summary

On 8 June 2000 at about 20:45 local time, a Piper PA-28-161 registered N8189T was involved in an accident near Minneapolis, Minnesota, United States. 2 people were on board and 2 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

8 June 2000 at 20:45

Classification

Accident

Location

Minneapolis, Minnesota, United States

Nearest airport

Flying Cloud Municipal (FCM)

Coordinates

44.8996, -93.3704

Aircraft

Piper PA-28-161

Registration

N8189T

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CHI00LA154

2 people had minor injuries.

the failure of the engine and the unsuitable terrain for landing encountered by the pilot-in-command. Factors to the accident were the fracture of the crankshaft due to fatigue, excessive main bearing wear, and the swampy terrain condition.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

During initial climb after takeoff the engine crankshaft failed, resulting in a engine failure. The flight instructor took control of the aircraft and executed a forced landing into a swamp. Post-accident investigation revealed that the engine crankshaft had failed between the number three bearing journal and the number three connecting rod journal. According to the National Transportation Safety Board Materials Laboratory Factual Report, the fracture surface, on the forward piece of the crankshaft, "...appeared relatively smooth with curving crack arrest lines, features typical of fatigue." The report stated, "Fracture features for the fatigue region emanated from an origin...at the surface of the aft radius of the third main journal...." The factual report indicated that the fatigue cracking progressed through more than 80-percent of the check prior to the final separation. The factual report further added that that the inner and outer diameter surfaces of the number three main bearing halves were circumferentially rubbed. The report states, "One edge of each of these bearing halves was rubbed and worn in the approximate shape of the journal radius. In addition, the antirotation tabs for these bearing halves were worn away from the outside diameter surface." The factual report indicated that the number four main bearing halves were deformed and the inner diameter surface was gouged. The report states, "Also, some slight circumferential rubbing marks were observed on the inner diameter surface of the number 1 and 2 main bearing halves. No evidence of heat tinting was noted on any of the bearing halves."

Quoted verbatim from the NTSB record.