Piper PA-28R-180 accident near Lago Vista, Texas, September 6, 1995
On September 6, 1995 at about 4:47 pm local time, a Piper PA-28R-180, registered N3726T, was substantially damaged in an accident near Lago Vista, Texas (Rusty Allen Airport). It was an instructional flight under general aviation rules (Part 91). 3 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 THE FAILURE OF A CONNECTING ROD FOR UNDETERMINED REASONS. A 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
- September 6, 1995 · about 4:47 pm local time
- Place
- Lago Vista, Texas · Rusty Allen Airport · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N3726T · no longer on the register · serial 30033
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR REPORTED THAT THE ENGINE LOST OIL PRESSURE AND DEVELOPED A VIBRATION WHILE ON AN INSTRUMENT TRAINING FLIGHT. THE INSTRUCTOR TOOK OVER THE CONTROLS AND TURNED THE AIRPLANE TO THE NEAREST AVAILABLE AIRPORT AND NOTIFIED APPROACH CONTROL OF THE SITUATION. ATC ISSUED THE AIRPLANE A HEADING AS WELL AS THE DISTANCE TO THE AIRPORT. DUE TO THE LOW ALTITUDE AND TREES SURROUNDING THE AIRPORT, THE PILOT WAS UNABLE TO ALIGN THE AIRPLANE WITH EITHER RUNWAY AT THE AIRPORT AND ELECTED TO LAND PERPENDICULAR TO THE RUNWAY. THE AIRPLANE TOUCHED DOWN NORTH OF THE RUNWAY AND CONTINUED DOWNSLOPE, WENT THROUGH A FENCE AND CAME TO REST IN A SANDY AREA ADJACENT TO THE HANGARS. EXAMINATION OF THE ENGINE BY THE OWNER'S REPRESENTATIVE REVEALED THAT THE CONNECTING RODS FOR THE NUMBER 1 AND 2 CYLINDERS HAD FAILED FOR UNDETERMINED REASON.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 813 hours in all; 48 in this make and model; 292 in the last 90 days; 93 in the last 30 days; 629 as pilot in command; 432 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,958 hours
- Last inspection: 100-hour inspection, July 17, 1995; 82 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-B1E (piston); 0 hours total
The flight
- Departed from: 1F9 Bridgeport TX at 3:15 pm
- Destination: AUS Austin TX
- Flight plan: IFR
- Runway 15, 3,809 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from AUS, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.