Piper PA-32-300 accident near Windermere, Florida, February 13, 1996
On February 13, 1996 at about 6:04 pm local time, a Piper PA-32-300, registered N8951N, was substantially damaged in an accident near Windermere, Florida. It was a public-use flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the use of improper connecting rod bolts, failure of the overhaul facility to record the correct overhaul date on the work orders for the stored connecting rod assemblies, and subsequent failure of the connecting rod bolts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 13, 1996 · about 6:04 pm local time
- Place
- Windermere, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N8951N · no longer on the register · serial 32-40753
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight departed Kissimmee, Florida, on a forest fire spotting mission. The engine began to run rough and lost power. The airplane landed in an orange grove, striking a tree. An engine examination revealed that improper connecting rod bolts had been used in the engine. The bolts in two connecting rods failed, resulting in the failure of the engine. Investigation determined that the bolts were manufactured in the '80s and became available in the U.S. market in February 1994. The bolts were obtained by a repair station on June 1994 and installed in connecting rod assemblies that were in storage. The overhaul date on the work order for the stored rod assemblies was not changed at that time, and it continued to indicate an overhaul date of 2/9/94. The stored rod assemblies were then installed in the engine during an overhaul in October 1994. In March 1995, an AD was issued to inspect engines with connecting rod bolts installed on or since 2/15/94. The AD was not complied with on the engine because the repair station certified that the rod assemblies had been overhauled on 2/9/94, before the effective date of the AD.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,755 hours in all; 26 in this make and model; 41 in the last 90 days; 26 in the last 30 days; 1,715 as pilot in command; 776 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,414 hours
- Last inspection: annual inspection, February 12, 1995; 33 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
- Operator: Florida Dept. Of Agriculture
The flight
- Departed from: ISM Kissimmee FL at 4:00 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 5:59 pm from MCO, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.