Piper PA-32R-300 accident near Norfolk, Virginia, February 7, 1994
On February 7, 1994 at about 9:00 pm local time, a Piper PA-32R-300, registered N38780, was substantially damaged in an accident near Norfolk, Virginia (Norfolk International airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FATIGUE FAILURE OF THE ENGINE MOUNTING BOLT WHICH RESULTED IN LOSS OF ENGINE POWER AND SUBSEQUENT ON GROUND COLLISION WITH THE TERRAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 7, 1994 · about 9:00 pm local time
- Place
- Norfolk, Virginia · Norfolk International · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N38780 · no longer on the register · serial 32R-7780471
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT WAS CRUISING AT 7500' WHEN THE ENGINE STARTED TO RUN ROUGH 12.2 NAUTICAL MILES FROM NORFOLK AIRPORT. THE PILOT STATED THAT HE DID NOT CHANGE THE PROPELLER SETTING UNTIL HE WAS OVERHEAD THE AIRPORT. THEREAFTER THERE WAS A LOUD EXPLOSION AND THE OIL ACCESS DOOR BLEW OPEN AND PIECES OF THE ENGINE EXITED THE AIRPLANE. DURING THE FORCED LANDING ON RUNWAY 23 THE AIRPLANE TOUCHED DOWN ON THE GRASSY AREA. EXAMINATION REVEALED THE NO. 2 CYLINDER ASSEMBLY, PISTON AND CONNECTING ROD SEPARATED FROM THE CRANKCASE AT THE CYLINDER HOLD-DOWN STUD AREA. FOR METALLURGICAL EXAMINATION THE HOLD- DOWN STUDS ALONG WITH THE CRANKCASE WERE SENT TO THE NTSB LAB IN WASHINGTON, DC. THE EXAMINATION DISCLOSED FATIGUE CRACKS AND THERE WAS EVIDENCE OF WELDING THROUGH THE CRANKCASE. THE WELDING AREAS WERE SOFTER THAN THE AREAS THAT WERE NOT WELDED.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 305 hours in all; 24 in this make and model; 26 in the last 90 days; 23 in the last 30 days; 182 as pilot in command; 30 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,791 hours
- Last inspection: annual inspection, January 3, 1994; 50 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: DPL Kenansville NC at 8:30 pm
- Destination: HFD Hartford CT
- Flight plan: none
- Runway 23, 9,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 9 knots
- Visibility: 20 statute miles
- Temperature: 54°F (12°C), dew point 23°F (-5°C)
- Altimeter: 30.00 inHg
- Observation at 9:15 pm from ORF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.