Piper PA-31-350 accident near Lynchburg, Virginia, February 6, 1985
On February 6, 1985 at about 6:25 pm local time, a Piper PA-31-350, registered N3528U, was substantially damaged in an accident near Lynchburg, Virginia (Lunchburg Municipal airport). It was a positioning 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1985 · about 6:25 pm local time
- Place
- Lynchburg, Virginia · Lunchburg Municipal
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N3528U · no longer on the register · serial 31-7952147
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AS THE GEAR WAS RETRACTING AFTER TAKEOFF, THE ACFT BEGAN TO LOSE POWER. THE PLT COULD DETECT NO YAW TO EITHER SIDE. WHEN THE ACFT WAS ABOUT 50 FEET OFF THE GROUND, THE TWR INFORMED THE PLT THAT VAPOR OR SMOKE WAS TRAILING FROM THE LEFT ENG. THE PLT ACKNOWLEDGED THAT HE HAD A PROBLEM. THE PLT THEN PLANNED AND EXECUTED A FORCED LANDING INTO TREES AT THE DEPARTURE END OF RWY 21 AT LYNCHBURG MUNICIPAL AIRPORT. EXAMINATION OF THE WRECKAGE BY AN FAA REPRESENTATIVE REVEALED LARGE QUANITIES OF JET FUEL THROUGHOUT THE FUEL SYSTEM OF THE ACFT. REFUELING OF THE ACFT IMMEDIATELY PRIOR TO THE ACCIDENT WAS ACCOMPLISHED BY AN EXPERIENCED LINEMAN WHO HAD COMPLETED THE GENERAL AVIATION MANUFACTURERS ASSOCIATION'S LINEMAN TRAINING VIDEO TAPE PROGRAM. THE ACFT AND FUEL TRUCKS WERE MARKED IN STANDARD FASHION WITH APPROPRIATE PLACARDS.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,900 hours in all; 845 in this make and model; 120 in the last 90 days; 2,750 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,835 hours
- Last inspection: approved inspection programme, February 5, 1985; 0 hours since
- Maximum gross weight: 7,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Lycoming TIO-540 (piston); 0 hours total
The flight
- Departed from: LYH at 6:50 pm
- Destination: CHO Charlottesville VA
- Flight plan: IFR
- Runway 21, 5,799 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 35 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,000 ft
- Temperature: 52°F (11°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 6:55 pm from LYH
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.
Other NTSB records under N3528U the same tail number, which may have belonged to a different aircraft at the time
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.