Piper PA-32R-300 accident near King George, Virginia, April 22, 2001
On April 22, 2001 at about 9:30 pm local time, a Piper PA-32R-300, registered N40066, was substantially damaged in an accident near King George, Virginia. It was a personal flight under general aviation rules (Part 91). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of cylinder case and thru studs due to fatigue, which resulted in a loss of engine power over unsuitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 22, 2001 · about 9:30 pm local time
- Place
- King George, Virginia · map
- Type
- Accident
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N40066 · registry record · serial 7780514
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight at 3,500 feet in the vicinity of the Potomac River when the airplane experienced a partial loss of engine power. The pilot said he checked the magnetos and engine controls, and experienced a slight restoration of power when he adjusted the mixture. Within 3 minutes, there was a total loss of engine power. The pilot turned away from the river, and performed a forced landing to a farm pasture. Examination of the airplane at the scene revealed that the # 3 cylinder was loose on the crankcase, and the number 3 intake tube was not installed, and rested in the bottom of the engine compartment. The #3 exhaust riser was found separated at the flange. The flange was found loose, as the two nuts were not tight, with one nut having no washer or lock washer installed. Further examination revealed the 2 case studs and 2 thru studs along the bottom of the # 3 cylinder were broken off. The cylinder was removed and visually examined. The cylinder skirt exhibited chafing and scratching. There was corresponding scratching to the cylinder case pad material. Examination of the fractured cylinder studs revealed fracture surfaces with features consistent with fatigue. The engine was overhauled 14 years and 917 flight hours prior to the accident, and no cylinders had been removed during that time. The engine manufacturer recommended that the engine be overhauled every 2,000 hours or 12 years, whichever occurred first.
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 single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,800 hours in all; 1,000 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 2,600 as pilot in command; 500 on instruments
- Last flight review: November 18, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,780 hours
- Last inspection: annual inspection, January 2, 2001; 8 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G50 (piston); 0 hours total
The flight
- Departed from: CHO Charlottesville VA at 9:00 pm
- Destination: GED Georgetown DE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 59°F (15°C)
- Altimeter: 30.20 inHg
- Observation at 9:01 pm from EZF, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.