Piper PA-32R-300 accident near Adrian, Michigan, January 13, 2019
On January 13, 2019 at about 9:46 pm local time, a 1976 Piper PA-32R-300, registered N8892E, was substantially damaged in an accident during approach (VFR pattern final) near Adrian, Michigan (Lenawee County Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airframe and powerplant mechanic's lack of experience in the overhaul of the engine model and the improper torque of the crankshaft gear bolt, which resulted in fatigue failure of the bolt and a total loss of engine power during an approach for landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 2019 · about 9:46 pm local time
- Place
- Adrian, Michigan · Lenawee County Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300, built 1976 · all PA-32R-300s on the register
- Registration
- N8892E · no longer on the register · serial 32R-7680185
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was performing a flight with an inspection authorization (IA) rated mechanic, who had performed a recent annual inspection of the airplane. During approach to the airport, the engine lost total power. The airplane impacted a fence and terrain short of the runway and sustained substantial damage. Postaccident examination of the engine revealed that the crankshaft gear bolt fractured. Metallurgical examination of the bolt revealed features consistent with fatigue cracking that initiated at multiple sites near the bottom of a thread root. These smaller cracks coalesced and propagated inward through more than half the crack section of the bolt. The bolt began to cycle under reverse bending, which initiated fatigue cracking at multiple sites along the thread root on the opposite side. The airframe and powerplant (A&P) mechanic who performed a recent overhaul of the engine stated that the engine was the first of the "big" Lycoming engines that he had overhauled. The A&P mechanic stated that he did not like using the Lycoming manuals because they were hard to follow. He mentioned several times that he had contacted Lycoming to request assistance, and they worked with him in providing the necessary documentation needed for the work he was doing. The A&P mechanic stated that he did not torque the crankshaft gear bolt to the engine manufacturer's specifications. The engine overhaul was signed off by the A&P mechanic, and he stated that the IA mechanic just removed and reinstalled the engine onto the airplane. Regulatory requirements state a certificated mechanic may not supervise the maintenance, preventive maintenance, or alteration of, or approve and return to service, any aircraft or appliance, or part thereof, for which he is rated unless he has satisfactorily performed the work concerned at an earlier date.
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
- Aircraft maintenance event during prior to flight
- Powerplant sys/comp malf/fail during approach (VFR pattern final) defining event
- Loss of engine power (total) during approach (VFR pattern final)
- Loss of engine power (total) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Maintenance personnel
- cause Personnel issues › Task performance › Maintenance › Repair › Maintenance personnel
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Fatigue/wear/corrosion
- Environmental issues › Physical environment › Object/animal/substance › Fence/fence post › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,224 hours in all; 1,143 in this make and model; 7 in the last 90 days; 0 in the last 30 days; 1,051 as pilot in command; 0 on instruments
- Last flight review: February 28, 2018
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, January 8, 2019
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 5,366 hours total
The flight
- Departed from: ADG Adrian MI at 8:30 pm
- Destination: ADG Adrian MI
- Flight plan: none
- Runway 5, 5,001 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 28°F (-2°C), dew point 12°F (-11°C)
- Altimeter: 30.30 inHg
- Observation at 9:53 pm from ADG, 1 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
6 documents, released by the NTSB on April 14, 2020. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | FAA Post-accident Examination of Airplane | PDF, 1 page | View Download |
| 3 | FAA Interview of Ap Mechanic | PDF, 1 page | View Download |
| 4 | Record of Correspondence - FAA | PDF, 1 page | View Download |
| 5 | Engone Logbook Excerpt | PDF, 2 pages | View Download |
| 6 | Materials Laboratory Factual Report | PDF, 16 pages | 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.