Piper PA-22-135 accident near Dover, Delaware, April 19, 1996
On April 19, 1996 at about 11:30 pm local time, a Piper PA-22-135, registered N3506A, was substantially damaged in an accident near Dover, Delaware. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the overhaul maintenance personnel's improper major overhaul procedure (improper torque on the engine block center through bolts), which resulted in an in flight loss of engine power. A related factor was the lack of suitable terrain available for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 1996 · about 11:30 pm local time
- Place
- Dover, Delaware · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-135 · all PA-22-135s on the register
- Registration
- N3506A · registry record · serial 22-1778
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that shortly after takeoff, as the airplane climbed through about 130 feet AGL, the engine lost power. He attempted to make an emergency landing in a nearby open field but struck a power line and nosed over, coming to rest inverted in the field. The pilot stated that the terrain surrounding the airfield contained obstacles and power lines. Postaccident examination of the engine revealed that the center main crankshaft bearing had spun. Examination of the mating surfaces around the bolt holes, and on both halves of the engine block center main bearing caps revealed evidence of fretting. The engine manufacturer stated that improper torque of the main bearing through bolts would result in fretting. Maintenance records indicate that the engine was overhauled in March 1989, and had accumulated 105 hours at its most recent annual inspection on 8/21/95.
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, flight engineer, military
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,308 hours in all; 351 in this make and model; 94 in the last 90 days; 14 in the last 30 days; 1,135 as pilot in command; 281 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,565 hours
- Last inspection: annual inspection, August 22, 1995; 48 hours since
- Maximum gross weight: 1,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Departed from: ON4 at 11:28 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 200° at 13 knots, gusting 21
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; scat at 9,000 ft
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 10:55 pm from DOV, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.