Piper PA-28-180 accident near Flippin, Arkansas, July 1, 2011
On July 1, 2011 at about 4:00 pm local time, a Piper PA-28-180, registered N56417, was substantially damaged in an accident during enroute (cruise) near Flippin, Arkansas. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to improper maintenance and resultant oil starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 2011 · about 4:00 pm local time
- Place
- Flippin, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N56417 · no longer on the register · serial 287305589
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight the pilot noted a decrease in engine rpm. He began to troubleshoot the problem and reversed course to head toward more favorable terrain for a forced landing. After completing the turn, the engine seized, and the pilot performed a forced landing to a pasture. During the landing roll, the right wing impacted a bale of hay, resulting in substantial damage. An examination of the engine revealed that the loss of engine power and resultant seizure was due to a loss of engine oil. Further examination revealed that the bolts on the vacuum pump were loose and the engine oil was exiting at that location. An examination of the airframe and remaining systems revealed no anomalies.
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 landing (landing roll)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Related operating info
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng rear section › Incorrect service/maintenance
- cause Aircraft › Aircraft systems › Vacuum system › (general) › Incorrect service/maintenance
- Environmental issues › Physical environment › Object/animal/substance › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 820 hours in all; 317 in this make and model; 51 in the last 90 days; 18 in the last 30 days
- Last flight review: August 16, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,415 hours
- Last inspection: annual inspection, June 3, 2011
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O&VO-360 SER (piston); 0 hours total
The flight
- Departed from: KBPK Mountain Home AR at 3:45 pm
- Destination: K4A5 Marshall AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 72°F (22°C)
- Altimeter: 30.04 inHg
- Observation at 3:53 pm from KBPK, 20 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.