Piper PA-31-350 accident near Alamosa, Colorado, August 8, 1998
On August 8, 1998 at about 5:50 pm local time, a Piper PA-31-350, registered N27196, was substantially damaged in an accident near Alamosa, Colorado. It was a ferry 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
Improper major overhaul of the engine by the overhaul facility. Factors were failure of the V-band clamp, the melting of the baffle and manifold clamp, and the pilot not being able to extend the landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 1998 · about 5:50 pm local time
- Place
- Alamosa, Colorado · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N27196 · no longer on the register · serial 77-52095
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was being ferried to its home base after both engine had received major overhauls. As the airplane approached Alamosa, the left engine lost power. Unable to restart the engine, the pilot feathered the propeller. The landing gear would only extend partially. The airplane would not maintain flying speed nor altitude and the pilot elected to make a forced landing in a cow pasture. Examination of the engine disclosed a broken coupling bolt on the right side of the turbocharger, preventing the V-band clamp from completely securing the exhaust pipe to the turbocharger, permitting hot exhaust gases to escape into the engine compartment. The turbocharger transition baffle was found partially melted and the manifold pressure line was burnt through and separated, allowing the mixture to enrichen and flood the engine. Textron Lycoming Service Bulletin 240P requires all V-band couplings and gaskets to be replaced when an engine is overhauled. The failed V-band coupling was found to be rusted and discolored, suggesting it had not been replaced. Additionally, the failed manifold pressure line used was made of rubber instead of flex stainless steel line.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 4,741 hours in all; 522 in this make and model; 216 in the last 90 days; 88 in the last 30 days; 4,420 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 12,931 hours
- Last inspection: annual inspection, June 3, 1998; 16 hours since
- Maximum gross weight: 7,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Lycoming TIO-540-J2BD (piston); 0 hours total
- Operator: Air Bridge, INC.
The flight
- Departed from: MKC Kansas City MO at 12:33 pm
- Destination: ALS CO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 5:52 pm from ALS, 1 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.