Ryan NAVION accident near Hurt, Virginia, September 27, 2016
On September 27, 2016 at about 9:45 pm local time, a 1950 Ryan NAVION, registered N5327K, was substantially damaged in an accident during enroute (cruise) near Hurt, Virginia. 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).
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The NTSB's probable cause their words, unchanged
Incorrect installation of the oil temperature probe and an inadequate annual inspection that failed to detect leaking oil around the loose probe, which resulted in a catastrophic engine failure due to oil starvation.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2016 · about 9:45 pm local time
- Place
- Hurt, Virginia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ryan NAVION B, built 1950 · all NAVIONs on the register
- Registration
- N5327K · registry record · serial NAV-4-2227-B
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, the private pilot felt the engine suddenly begin to vibrate. He then heard a loud bang; the engine vibration increased, smoke and oil emanated from the engine compartment, and the engine lost total power. The pilot was unable to glide the airplane to a nearby airport and performed a forced landing in a field, during which the airplane struck and rolled through a fence, which resulted in substantial damage to the right wing. Examination of the engine revealed that its crankcase was absent of oil, and there were holes in the crankcase near cylinder Nos. 2, 4, and 6. Subsequent teardown examination revealed that the internal engine components exhibited heat distress consistent with a lack of lubrication. Further examination revealed that the oil temperature probe port was safety wired but could be moved by hand and that the crush washer between the probe and the cooler was installed backwards. This evidence is likely indicative that the probe had not been properly installed, although it could not be determined when that may have occurred. Air pressure applied to the oil cooler showed a leak between the oil temperature probe and the cooler. Oil residue noted on the exterior of the cooler indicated that the oil leak had likely been present for some time and that it was likely where the engine's oil had leaked out, ultimately resulting in the engine failure due to oil starvation. Had the leak been noted and addressed, by correctly installing the oil temperature probe, during the airplane's most recent annual inspection, which was completed 11 days before the accident, it is likely that the engine would not have been starved of oil.
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 enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- cause Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
- cause Aircraft › Aircraft power plant › Power plant › (general) › Failure
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
- Environmental issues › Physical environment › Object/animal/substance › Fence/fence post › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,014 hours in all; 708 in this make and model; 23 in the last 90 days; 1 in the last 30 days; 964 as pilot in command
- Last flight review: July 19, 2016
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,488 hours
- Last inspection: annual inspection, September 16, 2016; 1 hours since
- Maximum gross weight: 2,850 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-550B (piston); 0 hours total
The flight
- Departed from: CJR Culpeper VA at 9:00 pm
- Destination: NC26 Long Island NC
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 29.88 inHg
- Observation at 9:54 pm from KLYH, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA16LA333.