North American NAVION 4 accident near Dupont, Louisiana, July 12, 1994
On July 12, 1994 at about 3:10 pm local time, a North American NAVION 4, registered N8648H, was substantially damaged in an accident near Dupont, Louisiana. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER DUE TO INADEQUATE MAINTENANCE ADJUSTMENT OF ACCESSORY DRIVE STARTER GEAR SCREWS WHICH DISENGAGED IN FLIGHT. FACTORS WERE THE LACK OF SUITABLE TERRAIN FOR THE FORCED LANDING AND NON COMPLIANCE WITH THE APPLICABLE SERVICE LETTER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1994 · about 3:10 pm local time
- Place
- Dupont, Louisiana
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- North American NAVION 4
- Registration
- N8648H · no longer on the register · serial NAV-4-648
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A TOTAL LOSS OF ENGINE POWER. DURING THE LANDING FLARE, THE PILOT INADVERTENTLY STALLED THE AIRPLANE IN AN EFFORT TO CLEAR TREES AND WIRE. TWO 1/4 INCH 20 BY 15/16 INCH HEX SCREWS WERE FOUND LOOSE DURING THE ENGINE EXAMINATION. THESE SCREWS HOLD THE STARTER GEAR PIVOT IN PLACE. ONE OF THE SCREWS WAS OUT 1 INCH AND THE STARTER GEAR WAS FOUND MISALIGNED AND ACCESSORY GEAR TEETH WERE GRINDING. METAL WAS SHAVED FROM THE STARTER GEAR AND METAL WAS FOUND IN THE OIL SCREEN. GEAR TEETH MISSING FROM THE AFT CRANKSHAFT GEAR DISENGAGED THE CRANKSHAFT FROM THE AFT CAMSHAFT GEAR BREAKING ENGINE CONTINUITY. THE ENGINE WAS ASSEMBLED ON JULY 14, 1992. RECORDS DID NOT INDICATE THAT A MANUFACTURER SERVICE LETTER DATED SEPTEMBER 13, 1993, WHICH CONTAINED INSTRUCTIONS FOR THE HEX SCREW TIGHTENING PROCEDURES AND TAB WASHER INSTALLATION HAD BEEN ACCOMPLISHED.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,939 hours in all; 1,641 in this make and model; 39 in the last 90 days; 13 in the last 30 days; 7,706 as pilot in command; 1,545 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, November 7, 1993
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E185-9 (piston); 0 hours total
The flight
- Departed from: BTR Baton Rouge LA at 2:30 pm
- Destination: ESF Alexandria LA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 2,200 ft
- Temperature: 84°F (29°C), dew point 79°F (26°C)
- Altimeter: 30.00 inHg
- Observation at 2:58 pm from BTR, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.