Piper PA-32RT-300T accident near Bishop, California, January 31, 1985
On January 31, 1985 at about 7:24 pm local time, a Piper PA-32RT-300T, registered N2129G, was substantially damaged in an accident near Bishop, California (Bishop airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 31, 1985 · about 7:24 pm local time
- Place
- Bishop, California · Bishop · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T PA-32RT-30 · all PA-32RT-300Ts on the register
- Registration
- N2129G · registry record · serial 32R7987080
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT RPTD THAT SHORTLY AFTER LEVELING OFF AT 11500 FT MSL, THE ENGINE EXPLODED CAUSING BOTH WINDSCREENS TO BE COVERED WITH OIL AND FIRE. THE FIRE STOPPED DURING THE EMERGENCY DESCENT. THE ACFT LANDED ON RY 30 AT BISHOP ARPT, BISHOP, CA WITHOUT FURTHER INCIDENT. DISASSEMBLY EXAMINATION OF THE ENGINE REVEALED CRANKSHAFT FAILED AT THE SHORT CHEEK BETWEEN THE NO. 3 MAIN JOURNAL & THE NO. 4 CRANKPIN. THE NOS. 3 & 4 CONNECTING RODS & CAMSHAFT WERE FRACTURED. THE PISTONS SHOWED NO EVIDENCE OF ANY DETONATION. THE BACKSIDE OF THE CON RODS, MAIN JOURNAL BEARINGS & BOTH HALVES OF THE CRANKCASE SHOWED EXTENSIVE FRETTING SIGNATURES INDICATING MISALIGNMENT DURING MANUFACTURE. METALLURGICAL EXAMINATION REVEALED THE CRANKSHAFT FAILED IN FATIGUE. ALL OTHER FRACTURES WERE OVERLOAD SUBSEQUENT TO THE CRANKSHAFT FAILURE. THE ENGINE HAD ACCUMULATED 602 FLT HOURS SINCE NEW.
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: single-engine land
- Flight time: 288 hours in all; 22 in this make and model; 32 in the last 90 days; 22 in the last 30 days; 250 as pilot in command
- Medical certificate: None (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 602 hours
- Last inspection: annual inspection, August 30, 1984; 31 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540 (piston); 0 hours total
The flight
- Departed from: MMH Mammoth Lakes CA at 6:50 pm
- Destination: ONT Ontario CA
- Flight plan: none
- Runway 30, 7,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 10 knots, gusting 15
- Visibility: 50 statute miles
- Sky: scat at 9,000 ft
- Temperature: 36°F (2°C), dew point 23°F (-5°C)
- Altimeter: 29.00 inHg
- Observation at 11:50 am from BIH
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.