Piper PA-32R-300 N40066

Summary

On 22 April 2001 at about 21:30 local time, a Piper PA-32R-300 registered N40066 was involved in an accident near King George, Virginia, United States. 4 people were on board and 4 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

22 April 2001 at 21:30

Classification

Accident

Location

King George, Virginia, United States

Coordinates

38.3028, -77.3369

Aircraft

Piper PA-32R-300

Registration

N40066

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Charlottesville → Georgetown

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

IAD01LA046

4 people had minor injuries.

The failure of cylinder case and thru studs due to fatigue, which resulted in a loss of engine power over unsuitable terrain.

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

Read the full NTSB narrative

The airplane was in cruise flight at 3,500 feet in the vicinity of the Potomac River when the airplane experienced a partial loss of engine power. The pilot said he checked the magnetos and engine controls, and experienced a slight restoration of power when he adjusted the mixture. Within 3 minutes, there was a total loss of engine power. The pilot turned away from the river, and performed a forced landing to a farm pasture. Examination of the airplane at the scene revealed that the # 3 cylinder was loose on the crankcase, and the number 3 intake tube was not installed, and rested in the bottom of the engine compartment. The #3 exhaust riser was found separated at the flange. The flange was found loose, as the two nuts were not tight, with one nut having no washer or lock washer installed. Further examination revealed the 2 case studs and 2 thru studs along the bottom of the # 3 cylinder were broken off. The cylinder was removed and visually examined. The cylinder skirt exhibited chafing and scratching. There was corresponding scratching to the cylinder case pad material. Examination of the fractured cylinder studs revealed fracture surfaces with features consistent with fatigue. The engine was overhauled 14 years and 917 flight hours prior to the accident, and no cylinders had been removed during that time. The engine manufacturer recommended that the engine be overhauled every 2,000 hours or 12 years, whichever occurred first.

Quoted verbatim from the NTSB record.