Piper PA-32-300 accident near Homerville, Georgia, August 26, 2001
On August 26, 2001 at about 1:56 pm local time, a Piper PA-32-300, registered N2116G, was substantially damaged in an accident near Homerville, Georgia (Homerville, Ga airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper replacement of an accessory drive component with an unapproved part by maintenance personnel, which resulted in a fatigue fracture of the component and loss of engine power. The airplane subsequently collided with power lines and trees during an emergency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2001 · about 1:56 pm local time
- Place
- Homerville, Georgia · Homerville, Ga · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N2116G · registry record · serial 32-7940015
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Less than two hours into the flight, the engine lost power during cruise. During emergency descent, the airplane struck power lines and a tree, then collided with the ground. Examination of the engine accessory case revealed the idler gear was fractured, and the two attachment holes in the crank case for the idler gear shaft assembly were elongated. Three fractured teeth from the idler gear and two separated bolt heads were recovered. The fracture surface of each gear tooth displayed crack arrest marks and a rough surface consist with high-stress, low-cycle fatigue. The shanks below each separated bolt head were worn to about one-third their original diameter. The engine received a zero-time equivalent overhaul on May 9, 1985, and operated 1371 hours since the overhaul. Textron Lycoming Service Instruction No. 1009AQ states the recommended time between overhaul periods for the engine is 2000 hours. The Lycoming parts catalog for the engine specifies a bolt is required to attach the idler gear shaft assembly at one attachment hole, and a slotted nut and stud are required to attach the idler gear shaft assembly at the other attachment hole.
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; instrument: airplane
- Flight time: 337 hours in all; 190 in this make and model; 13 in the last 90 days; 6 in the last 30 days; 273 as pilot in command
- Last flight review: December 6, 1999
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,903 hours
- Last inspection: annual inspection, February 5, 2001; 34.6 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ISM Kissimmee FL at 12:14 pm
- Destination: LZU Lawrenceville GA
- Flight plan: IFR
- Runway 14, 4,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 130° at 5 knots
- Visibility: 6 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 30.11 inHg
- Observation at 1:55 pm from KVLD, 31 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.