Piper PA-28-180 accident near Coldwater, Michigan, November 2, 2009
On November 2, 2009 at about 7:03 pm local time, a Piper PA-28-180, registered N8364W, was substantially damaged in an accident during enroute (cruise) near Coldwater, Michigan (Branch County Memorial Airport). It was a personal 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
A loss of engine power due to the separation of the No. 4 piston connecting rod as a result of inadequate torque of the connecting rod bolt.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 2009 · about 7:03 pm local time
- Place
- Coldwater, Michigan · Branch County Memorial Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N8364W · no longer on the register · serial 28-2559
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was in cruise flight at 2,500 feet above mean sea level when the engine oil temperatures started to rise. He started to divert to a nearby airport, but the engine seized and he executed a forced landing to a field. The inspection of the engine revealed a hole in the crankcase at the #4 cylinder position. The #4 piston connecting rod was found disconnected from the crankshaft, and it was deformed and bent into a “U” shape. The #4 connecting rod cap was separated from the #4 connecting rod. One of the connecting rod bolts was found sheared in half with the nut still attached to one end of the bolt. The other connecting rod bolt was not located in the connecting rod or in the rod cap. A connecting rod bolt was found in the bottom of the engine. The bolt threads exhibited some impact damage, but otherwise, the connecting rod bolt was intact and was not bent. The nut for the connecting rod bolt was not located in the engine. The engine logbook indicated that four new pistons were installed on May 31, 2003. The logbook entry did not indicate that the connecting rods had been replaced. On May 1, 2007, the #4 cylinder was replaced, but there was no indication in the logbook entry that the #4 piston or connecting rod had been repaired or replaced.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Incorrect service/maintenance
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 464 hours in all; 464 in this make and model
- Medical certificate: None
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, December 20, 2008
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 6:00 pm
- Destination: CMI Champagne IL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 14 knots
- Visibility: 10 statute miles
- Sky: scat at 7,000 ft
- Temperature: 52°F (11°C), dew point 41°F (5°C)
- Altimeter: 30.04 inHg
- Observation at 5:53 pm from BTL, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.