Piper PA-28-180 accident near Union, Illinois, August 12, 2001
On August 12, 2001 at about 8:30 pm local time, a Piper PA-28-180, registered N8424W, was substantially damaged in an accident near Union, Illinois. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total failure of the crankshaft as a result of fatigue and the unsuitable terrain encountered during the forced landing. Factors associated with the accident were the soft terrain on which the forced landing was made and the subsequent gear collapse.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 2001 · about 8:30 pm local time
- Place
- Union, Illinois · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N8424W · registry record · serial 28-2651
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a total gear collapse during a forced landing following an inflight separation of the propeller. The pilot reported that approximately 45 minutes after takeoff, while in cruise flight at 4,000 feet msl, the crankshaft broke and the propeller separated from the engine. He reported that the windscreen was sprayed with oil and the engine seized. He reported that he proceeded to make a forced landing at a sod farm. The pilot reported the field was being prepared for planting and the recently tilled soil was very soft. Upon touching down, the landing gear stuck in the ground and it separated from the airplane. The pilot reported that the airplane slid approximately 50 feet during which time the right wing twisted. Examination of the crankshaft revealed a fatigue crack that initiated from an oil transfer tube hole in the No. 1 main bearing journal. The airplane was involved in a propeller strike in March 1999. After the propeller strike, the engine was removed for a teardown inspection at which time the crankshaft was replaced with one that had been overhauled.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 99 hours in all; 34 in this make and model; 11 in the last 90 days; 1 in the last 30 days; 54 as pilot in command
- Last flight review: June 9, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, March 24, 2001; 86 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
The flight
- Departed from: 3CK Lake In Hills IL at 7:45 pm
- Destination: 3CK Lake In Hills IL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 5,000 ft
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 30.07 inHg
- Observation at 8:54 pm from RFD, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.