Piper PA 28R-200 accident near Frankenmuth, Michigan, February 27, 2015
On February 27, 2015 at about 7:19 pm local time, a 1969 Piper PA 28R-200, registered N2837R, was substantially damaged in an accident during enroute near Frankenmuth, Michigan. 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 the engine due to a lack of oil lubrication for reasons that could not be determined during postaccident examinations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 27, 2015 · about 7:19 pm local time
- Place
- Frankenmuth, Michigan · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28R-200, built 1969 · all PA 28R-200s on the register
- Registration
- N2837R · no longer on the register · serial 28R-35303
- 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 on the return leg of an out-and-back flight, he noticed the engine hesitate for 1 or 2 seconds and then recover to normal operation. The pilot continued climbing the airplane and proceeded toward his home airport. While approaching the airport, the engine made abnormal noises, followed by a total loss of power. The pilot then executed a forced landing into a field. Postaccident examinations of the engine revealed that it had a very low quantity of oil; however, no visible evidence of oil loss or indication of excess oil consumption was found. A teardown examination of the engine revealed that all four piston connecting rods had failed. The failure signatures were consistent with a lack of lubrication. Based on the evidence, it is likely that the engine failed due to a lack of oil lubrication; however, the reason for the lack of oil 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 during takeoff/land during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 219 hours in all; 134 in this make and model; 6 in the last 90 days; 1 in the last 30 days; 178 as pilot in command; 0 on instruments
- Last flight review: August 22, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,064 hours
- Last inspection: annual inspection, March 7, 2014
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO360 SER (piston); 4,227 hours total
The flight
- Departed from: FNT Flint MI at 7:00 pm
- Destination: HYX Saginaw MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 14°F (-10°C), dew point 1°F (-17°C)
- Altimeter: 30.54 inHg
- Observation at 7:15 pm from KHYX, 14 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.