Piper PA-23-250 accident near Harrisburg, Pennsylvania, July 7, 1996
On July 7, 1996 at about 6:40 pm local time, a Piper PA-23-250, registered N6994Y, was destroyed in an accident near Harrisburg, Pennsylvania (Capitol City airport). It was a personal 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
Failure of the right engine due to a fatigue fracture of the crankshaft resultant from heat cracks from an undetermined source.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 1996 · about 6:40 pm local time
- Place
- Harrisburg, Pennsylvania · Capitol City · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N6994Y · no longer on the register · serial 27-4365
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that his preflight inspection, start, taxi and pre-takeoff checks were all normal. After takeoff, at approximately 150 feet, the right engine seized immediately. The pilot was unable to turn the airplane safely and return to the airport to land, so concentrated on maintaining directional control. With rising terrain to the left and a populated area with a river to the right, the pilot selected to turn into the dead engine. Once over the river, he noticed a dam in one direction and knew he did not have the climb capability to fly over it. He turned the opposite direction only to notice high tension wires strung across the river. He knew he could not gain altitude to fly over the wires and did not think he could get underneath them. He made another steep turn to remain over the river and to avoid the high tension wires and in so doing, lost his remaining altitude and accepted a water landing. Just prior to water impact, the pilot leveled the wings and pulled the nose of the airplane up to lessen the impact forces. Eamination of the wreckage showed that the landing gear where down and the pilot stated that he could not recall raising the landing gear.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,000 hours in all; 450 in this make and model; 25 in the last 90 days; 17 in the last 30 days; 1,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,077 hours
- Last inspection: annual inspection, December 9, 1995; 25 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-C485 (piston); 0 hours total
The flight
- Departed from: CXY PA at 6:37 pm
- Destination: TYS Knoxville TN
- Flight plan: IFR
- Runway 26, 5,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 12 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 20,000 ft; clear
- Temperature: 86°F (30°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 6:45 pm from CXY, 2 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.