Piper PA 32R-300 accident near Hector, Arkansas, October 14, 2013
On October 14, 2013 at about 10:00 pm local time, a 1977 Piper PA 32R-300, registered N5605V, was substantially damaged in an accident during enroute (cruise) near Hector, Arkansas. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An engine failure due to crankshaft fatigue cracking for reasons that could not be determined based on the available evidence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 2013 · about 10:00 pm local time
- Place
- Hector, Arkansas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 32R-300, built 1977 · all PA 32R-300s on the register
- Registration
- N5605V · no longer on the register · serial 32R-7780346
- 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, during climbout, he noticed that the engine was vibrating. After leveling off the airplane, the vibration worsened, and the engine subsequently experienced a total loss of power. The pilot executed a forced landing onto a road, and the airplane impacted a fence post. Examination of the engine revealed that the crankshaft was fractured through the No. 8 cheek position between the Nos. 5 and 6 pistons. Fatigue cracking emanated from the connecting rod journal where the No. 5 connecting rod mates. The No. 6 piston cooling nozzle was not found in its position, and its pieces were found in the bottom of the sump; the pieces were more intact than would be expected if they had been ground between the crankshaft and connecting rod for an appreciable amount of time. Also, there was no evidence of a gouge or other mechanical damage on the No. 5 connecting rod journal. Based on this evidence, it is unlikely that the fatigue cracking was initiated by the No. 6 cooling nozzle being lodged against the crankshaft after falling out of position. About 18 months before the accident, the engine was repaired and overhauled due to a propeller strike. Further, about 4 months before the accident, maintenance personnel performed a top overhaul of the engine, and, about 1 month before the accident, maintenance personnel replaced the No. 2 cylinder. The timing of the failure suggests that an imbalance could have been introduced to the engine during one or both of the maintenance procedures, which could have resulted in the initiation of the fatigue cracking and the subsequent falling out of the No. 6 cooling nozzle; however, the exact cause of the crankshaft fatigue cracking 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 (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
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 › Fatigue/wear/corrosion
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Incorrect service/maintenance
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 610 hours in all; 198 in this make and model; 42 in the last 90 days; 18 in the last 30 days; 610 as pilot in command
- Last flight review: June 14, 2012
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,784 hours in all; 1,424 in this make and model; 3,784 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 6,948 hours
- Last inspection: annual inspection, April 24, 2013
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 K1G5D (piston); 5,494 hours total
- Operator: Baxter Flying INC
The flight
- Departed from: KFYV Fayetteville AR at 10:15 pm
- Destination: KUTA Tunica MS
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 30.04 inHg
- Observation at 9:53 pm from KRUE, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 2 |
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.