Piper PA-32R-301T accident near Albuquerque, New Mexico, April 9, 1992
On April 9, 1992 at about 11:20 pm local time, a Piper PA-32R-301T, registered N8194X, was substantially damaged in an accident near Albuquerque, New Mexico (Coronado airport). It was a public-use flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FUEL LINE FAILURE DUE TO VIBRATORY FATIGUE. FACTORS WERE IMPROPER MAINTENANCE, MANUFACTURER INFORMATION FOR FUEL LINE NOT AVAILABLE, AND THE PILOTS' FAILURE TO FOLLOW EMERGENCY PROCEDURES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 9, 1992 · about 11:20 pm local time
- Place
- Albuquerque, New Mexico · Coronado
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301T PA-32R-301 · all PA-32R-301Ts on the register
- Registration
- N8194X · registry record · serial 32R8029086
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE SUSTAINED AN IN-FLIGHT FIRE AND DURING THE FORCED LANDING IMPACTED THE TERRAIN NOSE LOW. ACCORDING TO ATC, THE PILOT DIVERTED TO AN ALTERNATE AIRPORT AFTER REPORTING SMOKE IN THE COCKPIT. ACCORDING TO WITNESSES, THE PILOT DID NOT SHUT DOWN THE ENGINE. WITNESSES REPORTED THAT THE AIRPLANE ENTERED A DOWNWIND PATTERN AND IMPACTED THE TERRAIN AFTER OVERSHOOTING THE RUNWAY DURING THE APPROACH. INVESTIGATION REVEALED THAT THE FUEL LINE TO THE NO. 5 CYLINDER HAD SEPARATED OVER TIME BY CYCLIC STRESSES THAT PROPAGATED A FATIGUE CRACK. THE MAINTENANCE INSTALLATION OF THE LINE HAD BEEN IMPROPERLY ROUTED AND THE LINE NOT CLAMPED. MANUFACTURER INFORMATION ON THE LINE ROUTING AND CLAMPS HAD NOT BEEN AVAILABLE IN THE SERVICE BULLETINS. THE EXHAUST PIPE EXHIBITED MECHANICAL ABRASION AND THERMAL OXIDATION PRIOR TO THE ACCIDENT ALTHOUGH THE EXHAUST SYSTEM HAD UNDERGONE A RECENT MAINTENANCE CHECK. A 'B' NUT MISSING ON THE TOP SPARK PLUG FOR THE NO. 5 CYLINDER HAD BEEN SITUATED AT A LOCATION OF INTENSE HEAT DURING THE IN-FLIGHT FIRE. SURFACE CRACKS PENETRATING THE INSIDE SURFACE OF THE V-BAND COUPLING SECURING THE EXHAUST PIPE EXHIBITED SURFACE OXIDATION DAMAGE DETERMINED TO BE IN EXISTENCE FOR SOME TIME PRIOR TO THE ACCIDENT.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 6,828 hours in all; 1,693 in this make and model; 71 in the last 90 days; 34 in the last 30 days; 6,668 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,986 hours
- Last inspection: annual inspection, August 27, 1991; 368 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
- Operator: New Mexico Transportation Dept
The flight
- Departed from: ABQ at 11:06 pm
- Destination: SAF Santa Fe NM
- Flight plan: none
- Runway 3, 3,500 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 5 knots
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 18°F (-8°C)
- Altimeter: 29.00 inHg
- Observation at 10:50 pm from ABQ, 15 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.