Piper PA32R accident near Bethel, Alaska, November 12, 2016
On November 12, 2016 at about 1:50 am local time, a 1985 Piper PA32R, registered N9084J, was substantially damaged in an accident during initial climb near Bethel, Alaska. It was a public-use flight (state) under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to oil starvation, which resulted from an oil cooler leak at a fractured brazed seam.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 12, 2016 · about 1:50 am local time
- Place
- Bethel, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32R 301, built 1985 · all PA32Rs on the register
- Registration
- N9084J · no longer on the register · serial 32-8506013
- Damage
- Substantial damage
- Flight
- Public-use flight (state) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that the airplane took off, and at 800 ft, the engine oil pressure dropped to zero. The pilot stated that he immediately turned back to the departure airport and that, while he was maneuvering for landing, the engine began "popping loudly," and engine oil began emanating from the oil access panel and splattered onto the windscreen. Shortly after, the engine lost all power. The pilot subsequently conducted a forced landing on tundra about 1 mile from the airport. During the landing roll, the nose and left landing gears collapsed, and the left wing and fuselage impacted terrain. After the accident, a large puddle of oil was found on the airport ramp where the engine was started. During the recovery of the airplane, the engine oil access panel was found open with no dipstick present. The oil access panel had an impact mark on the underside that was about the same size as the dipstick top. Postaccident examination of the engine revealed that there were holes and fractures on the top and bottom of the crankcase and that no oil was present in the oil tank. Several connecting rods were separated from the crankshaft and exhibited mechanical and thermal damage, consistent with oil starvation. When compressed air was applied to the right oil cooler, air was expelled from a small fracture between the brazed plates. Detailed examination of the oil cooler revealed an overstress fracture at a brazed seam; the fracture exhibited signatures of overstress with no evidence of preexisting defects. No anomalies of the oil pressure and temperature regulating systems were noted. It is likely that the oil cooler seam fractured after the engine start and that most of the engine oil was expelled before takeoff. Once the oil supply to the engine was exhausted, the internal friction of the metal components resulted in thermal damage and connecting rod fractures and the subsequent loss of all engine power. It is possible that the crankcase was pressurized during the engine failure sequence, which resulted in the oil dipstick being ejected from the engine. The reason for the engine oil overpressure in the oil cooler could not be determined.
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
What happened, in order
- Powerplant sys/comp malf/fail during initial climb defining event
- Loss of engine power (total) during initial climb
- Off-field or emergency landing during landing (landing roll)
- Landing gear collapse during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Eng oil sys (airframe furnish) › Cooler › Capability exceeded
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,664 hours in all; 20 in this make and model; 44 in the last 90 days; 15 in the last 30 days
- Last flight review: August 17, 2016
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,989.1 hours
- Last inspection: annual inspection, August 31, 2016; 22 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5 (piston); 2,267 hours total
- Operator: State Of Alaska Department Of Public Safety
The flight
- Departed from: BET Bethel AK
- Destination: 16A Nunapitchuk AK
Weather at the time
- Light: daylight
- Wind: from 030° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 10,000 ft
- Temperature: 21°F (-6°C), dew point 19°F (-7°C)
- Altimeter: 28.97 inHg
- Observation at 1:53 am from PABE, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on July 30, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Materials Laboratory Factual Report 17-069 | PDF, 11 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 3 | Record of Conversation - Pilot (Sears) | PDF, 2 pages | View Download |
| 4 | Record of Conversation - Airport (Davis) | PDF, 1 page | View Download |
| 5 | Engine Examination Summary | PDF, 8 pages | View Download |
| 6 | Lycoming Service Instruction 1505 Cold Weather | PDF, 2 pages | View Download |
| 7 | Piper POH Excerpt | PDF, 1 page | View Download |
| 8 | Photographs | PDF, 6 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.