Piper PA-46-350P accident near Hope, New Mexico, April 13, 2006
On April 13, 2006 at about 10:10 pm local time, a Piper PA-46-350P, registered N82LL, was substantially damaged in an accident near Hope, New Mexico. It was a personal 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
A loss of engine power due to failed bearings in the turbocharger and the subsequent oil seal failure leading to oil exhaustion. Factors contributing to the accident were the fractured oil seal and the road sign.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2006 · about 10:10 pm local time
- Place
- Hope, New Mexico · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N82LL · registry record · serial 4636289
- 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 while in cruise flight, the engine manifold pressure dropped followed by a loss of oil pressure. The pilot elected to divert to a nearby airport. During the descent, the engine began to fail. The pilot elected to force land the airplane on a road. While setting up for the landing, the engine seized. During the landing roll, the airplane's right wing struck a road sign, causing substantial damage to the airplane. An initial examination of the airplane showed oil adhering along the full length of the bottom fuselage. The oil originated at the engine right side exhaust pipe. An examination of the airplane's engine showed the right hand turbocharger impeller blades were worn at the tips. Some of the blades were fractured. There was also excessive play noted in the compressor assembly. An examination of the turbocharger was conducted at the NTSB Materials Laboratory. The examination determined that the impeller's aluminum bearings were heavily worn and distorted. There was no sign of overheating in the bearings. Attempt to do a Rockwell hardness test were made, but accurate readings could not be gained due to the softness of the metal. Further examination showed damage to the oil seal at the impeller shaft.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,782 hours in all; 163 in this make and model; 16 in the last 90 days; 15 in the last 30 days; 1,660 as pilot in command
- Last flight review: April 1, 2006
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 980.4 hours
- Last inspection: annual inspection, June 1, 2005; 63.6 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: LRU Las Cruces NM at 10:00 pm
- Destination: CVN Clovis NM
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 36°F (2°C)
- Altimeter: 30.04 inHg
- Observation at 10:51 pm from ROW, 35 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.