Piper PA-28-140 accident near Sallisaw, Oklahoma, September 5, 1992
On September 5, 1992 at about 3:00 am local time, a Piper PA-28-140, registered N32677, was substantially damaged in an accident near Sallisaw, Oklahoma. 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
TOTAL LOSS OF POWER FROM A SEIZED OIL PUMP AND RESULTING OIL STARVATION TO THE ENGINE. FACTORS WERE THE NONCOMPLIANCE WITH AN ENGINE SERVICE BULLETIN AND THE DARK NIGHT CONDITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 1992 · about 3:00 am local time
- Place
- Sallisaw, Oklahoma · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N32677 · no longer on the register · serial 28-7525096
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD LEVELED THE AIRPLANE OFF FOR CRUISE FLIGHT WHEN THE ENGINE'S RPM DROPPED TO APPROXIMATELY 1,500 AND THE OIL PRESSURE WENT TO '0 PSI.' A SHORT TIME LATER, THE ENGINE VIBRATED AND SEIZED. THE PILOT ATTEMPTED TO MANEUVER THE AIRPLANE DURING THE FORCED LANDING TO A NEARBY GRASS AIRSTRIP, BUT WAS UNABLE TO IDENTIFY IT DUE TO THE DARK NIGHT CONDITION. DURING THE DESCENT INTO WHAT HE THOUGHT WAS THE AIRSTRIP, THE AIRPLANE CONTACTED THE TOP OF A TREE. THE PILOT MAINTAINED CONTROL AND LANDED IN A BEAN FIELD. DURING THE LANDING ROLL, THE NOSE GEAR BECAME ENTANGLED IN THE HIGH VEGETATION AND COLLAPSED. THE AIRPLANE THEN NOSED OVER. ENGINE DISASSEMBLY REVEALED THAT THE OIL SUPPLY HAD BEEN INTERRUPTED BY THE FAILURE OF THE 78532 OIL PUMP DRIVEN IMPELLER. THIS LOSS OF LUBRICATION RESULTED IN THE ENGINE SUSTAINING SEVERE DAMAGE TO ITS ROTATING AND RECIPROCATING COMPONENTS. EXAMINATION OF THE ENGINE'S RECORDS INDICATED THAT THE MANUFACTURER'S SERVICE BULLETIN #456 HAD NOT BEEN COMPLIED WITH AS OUTLINED IN AD 81-18-04R2, PARAGRAPH C, WHICH REQUIRED THE REMOVAL OF THE 'SINTERED' IRON IMPELLER.
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: 468 hours in all; 34 in this make and model; 173 in the last 90 days; 85 in the last 30 days; 348 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,274 hours
- Last inspection: annual inspection, September 7, 1991; 37 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Destination: RKR Poteau OK
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 170° at 6 knots
- Visibility: 15 statute miles
- Sky: scat at 2,500 ft
- Temperature: 77°F (25°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
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.