Piper PA-24-260 accident near Harrisburg, Nebraska, August 10, 2006
On August 10, 2006 at about 2:30 pm local time, a Piper PA-24-260, registered N8741P, was substantially damaged in an accident near Harrisburg, Nebraska. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power resulting from mechanical failure of a connecting rod for undetermined reasons. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 2006 · about 2:30 pm local time
- Place
- Harrisburg, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N8741P · registry record · serial 24-4192
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight at an altitude of approximately 8,500 feet, the pilot heard a "loud bang," and the engine oil pressure decreased. Shortly thereafter, engine oil was noted on the windscreen, and the engine lost power. Subsequently, the pilot initiated a forced landing to a field. During the forced landing, the airplane impacted terrain and the nose and right main landing gears collapsed. Examination of the airplane revealed the right wing was buckled. A review of the maintenance records revealed that most recent annual inspection was completed on November 11, 2005, at a total airframe time of 3,358 hours. The engine had accumulated 257 hours since major overhaul and 49 hours since the annual inspection. No additional maintenance besides an oil change was performed on the engine since the November 11th inspection. Examination and disassembly of the engine revealed that connecting rods had been fractured and separated. The pistons were found separated from the connecting rods. The six pistons displayed cracks and fractures along the piston pin bosses, and mechanical damage was noted on the bottom side of the piston. The pistons were retained for further examination by the NTSB materials laboratory. The connecting rod and main bearings displayed evidence of discoloration and heat signatures. The crankshaft counterweights were separated from the crankshaft. Metallurgical examination of two pistons revealed that fractures along the boss for the piston pin were consistent with overstress separation in a casting.
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: 512 hours in all; 162 in this make and model; 45 in the last 90 days; 17 in the last 30 days; 450 as pilot in command
- Last flight review: May 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,358 hours
- Last inspection: annual inspection, November 1, 2005; 49 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO540D4A5 (piston); 0 hours total
The flight
- Departed from: GCK Garden City KS at 12:00 pm
- Destination: BIL Billings MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 030° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.