Piper PA-32RT-300T accident near Columbus, Ohio, July 12, 1989
On July 12, 1989 at about 2:05 am local time, a Piper PA-32RT-300T, registered N2153K, was substantially damaged in an accident near Columbus, Ohio (Bolton Field). It was a business flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE IMPROPER INSTALLATION OF THE PROPELLER GOVERNOR IDLER-GEAR SHAFT RETAINING SET-SCREW, WHICH LED TO AN ENGINE OIL LEAK AND RESULTED IN A LOSS OF ENGINE POWER; AND THE REDUCTION OF THE PILOT'S ABILITY TO SEE OUTSIDE THE AIRPLANE DUE TO OIL ON THE WINDSHIELD.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1989 · about 2:05 am local time
- Place
- Columbus, Ohio · Bolton Field · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T PA-32RT-30 · all PA-32RT-300Ts on the register
- Registration
- N2153K · registry record · serial 32R7987086
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ENGINE DEVELOPED A MASSIVE OIL LEAK DURING CRUISE & THE ENGINE LOST POWER. THE PLT MADE A FORCED LDG AT THE NEAREST ARPT. THE PLT WAS UNABLE TO CLEARLY SEE THE RWY DUE TO OIL COVERING THE WINDSHIELD, AND MADE A HARD LDG AS A RESULT. THE LDG GEAR COLLAPSED DURING THE LDG. POST-ACCIDENT EXAM OF THE ENGINE REVEALED THAT AN IMPROPER LENGTH SET-SCREW HAD BEEN INSTALLED TO RETAIN THE PROP GOVERNOR IDLER-GEAR SHAFT IN PLACE; THE SCREW WAS TOO SHORT, WHICH PREVENTED THE PROPER USE OF STAKING TO SECURE THE SCREW IN PLACE AGAINST THE SHAFT. THE SCREW BACKED OFF AND ALLOWED THE NORMALLY-STATIONARY SHAFT TO ROTATE. THE SHAFT CUT THROUGH AN ACCESS PLUG ON THE FRONT OF THE ENGINE, WHICH ALLOWED OIL TO DRAIN OVERBOARD. INVESTIGATION REVEALED THAT THE SCREW WAS MOST LIKELY INSTALLED WHEN THE IDLER GEARS WERE REPLACED DURING A SUDDEN-STOPPAGE INSPECTION. LYCOMING SERVICE INSTRUCTION 1343 DESCRIBES HOW THE LENGTH OF THE SET SCREW SHOULD BE DETERMINED, AND HOW THE SCREW SHOULD BE INSTALLED.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,600 hours in all; 250 in this make and model; 206 in the last 90 days; 80 in the last 30 days; 3,400 as pilot in command; 1,470 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,907 hours
- Last inspection: annual inspection, April 12, 1989; 60 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
- Operator: Ferguson Lee, INC.
The flight
- Departed from: CMH Columbus OH at 1:46 am
- Destination: BFR Bedford IN
- Flight plan: IFR
- Runway 22, 5,200 ft by 100 ft
Weather at the time
- Light: night, dark
- Visibility: 7 statute miles
- Sky: overcast at 8,000 ft; scat at 4,500 ft
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.