Piper PA 28-180 accident near Clarendon, Texas, October 2, 2016
On October 2, 2016 at about 8:20 pm local time, a 1967 Piper PA 28-180, registered N5196L, was substantially damaged in an accident during enroute near Clarendon, Texas. 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
The failure of a cylinder piston pin, which resulted in an obstructed oil inlet screen, reduced the amount of oil available to the engine, and led to the subsequent loss of engine power. Contributing to the accident was the failure of the nonmechanic, who had recently changed the oil and oil filter, to recognize that metal in the filter was indicative of a problem.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2016 · about 8:20 pm local time
- Place
- Clarendon, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28-180 180, built 1967 · all PA 28-180s on the register
- Registration
- N5196L · no longer on the register · serial 28-4486
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot was conducting a cross-country personal flight. The student pilot reported that, while in cruise flight, the single-engine airplane lost power. He then performed a forced landing to a field, during which the wings and firewall were damaged. Examination of the engine revealed damage consistent with lubrication distress. Further, a cylinder piston pin was found broken, and metal was found in the oil pickup screen and in the oil filter, which had recently been changed. It is likely that the degraded piston pin was the source of the metal in the oil, which clogged the oil inlet screen and reduced the amount of oil available to the engine and resulted in the loss of engine power. A nonmechanic had performed preventative maintenance and changed the oil and oil filter shortly before the accident. He reported that he noticed the metal in the filter but did not consider it to be an indication of a problem.
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
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
- factor Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Other/unknown
Pilot
- Certificate: student
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Landing gear: fixed
- Engine: Lycoming O-360 SER (piston); 0 hours total
The flight
- Departed from: AMA Amarillo TX at 7:05 pm
- Destination: CDS Childress TX
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 160° at 18 knots, gusting 26
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 86°F (30°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 8:53 pm from KAMA, 44 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on August 30, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | FAA Inspector Record of Conversation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.