Piper L-18C accident near Graham, Texas, December 19, 2012
On December 19, 2012 at about 11:00 pm local time, a Piper L-18C, registered N3134G, was substantially damaged in an accident during enroute near Graham, Texas (Graham Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of an engine connecting rod and the subsequent loss of oil pressure, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 2012 · about 11:00 pm local time
- Place
- Graham, Texas · Graham Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper L-18C · all L-18Cs on the register
- Registration
- N3134G · registry record · serial 52-2419
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was returning to the airport when the engine experienced a total loss of power. As the pilot maneuvered to perform a forced landing, the engine seized and the propeller stopped. The airplane landed hard, bounced, and nosed over, coming to rest inverted. The airplane sustained substantial damage to the wings and rudder. An examination of the engine revealed that a connecting rod failed and broke through the crankcase, which resulted in a loss of oil and the subsequent loss of engine power. The reason for the failure of the connecting rod could not be determined.
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 defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Failure
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 2,500 hours in all; 1,000 in this make and model; 60 in the last 90 days; 10 in the last 30 days
- Last flight review: January 29, 2011
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,987 hours
- Last inspection: annual inspection, December 1, 2012; 104 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor C90-12F (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KRPH Graham TX at 10:00 pm
- Destination: KRPH Graham TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 41°F (5°C)
- Altimeter: 29.56 inHg
- Observation at 11:00 pm from KRPH, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.