Piper PA-46 accident near Red Oak, Iowa, December 19, 1996
On December 19, 1996 at about 8:21 pm local time, a Piper PA-46, registered N446RD, was substantially damaged in an accident near Red Oak, Iowa. It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight and failure to make a precautionary landing. Additional factors included oil starvation and the failed connecting rod and rod bearing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1996 · about 8:21 pm local time
- Place
- Red Oak, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46 · all PA-46s on the register
- Registration
- N446RD · no longer on the register · serial 46-8408073
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The temperature at takeoff was about 0 degrees F. The aircraft had been kept in an unheated hangar. An oil heater was installed on the aircraft. Oil pressure was in the yellow arc during departure and it stayed in the yellow arc during the flight. The pilot continued the flight although suitable airports were available for precautionary landings. After about 30 to 45 minutes of flight, the prop started surging and the oil pressure went 'way down.' After about a minute, the engine started knocking and quit. The pilot executed a forced landing. After the accident, oil was all over the top of the engine, the oil cap was on tight, and about 4 quarts of oil still showed on the oil dipstick. The engine inspection revealed a hole in the crankcase above the number 2 and 4 cylinders. The number 2, 3, and 5 connecting rod bearings were burned with signs of meltdown. The number 4 connecting rod and bearing had separated from the crankshaft and exhibited heat damage and failure. The oil passages were checked and no obstructions were found. The oil cooler was checked and fluids flowed through the cooler.
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; instrument: airplane
- Flight time: 2,500 hours in all; 215 in this make and model; 25 in the last 90 days; 2,500 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,400 hours
- Last inspection: annual inspection, November 30, 1995; 230 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO 550 B2B (piston); 0 hours total
The flight
- Departed from: 4D8 Milford IA at 7:30 pm
- Destination: RDK
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 250° at 7 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 2,900 ft; scat at 1,600 ft
- Temperature: -11°F (-24°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 8:20 pm from RDK, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.