Piper PA-28R-201T accident near Las Vegas, Nevada, July 22, 1992
On July 22, 1992 at about 6:52 pm local time, a Piper PA-28R-201T, registered N3074F, was substantially damaged in an accident near Las Vegas, Nevada. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE MAINTENANCE PERSONNEL TO SAFETY THE ENGINE OIL DRAIN PLUG AND THE POOR ENGINE OVERHAUL. FACTORS RELATING TO THIS ACCIDENT ARE: OIL STARVATION; THE FAILURE OF THE CONNECTING RODS; THE INCORRECT CONNECTING ROD BOLTS; AND THE CONNECTING ROD BOLTS UNDERTORQUE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 1992 · about 6:52 pm local time
- Place
- Las Vegas, Nevada · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-201T PA-28R-201 · all PA-28R-201Ts on the register
- Registration
- N3074F · registry record · serial 28R-7918013
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS COMPLETING A VISUAL PERSONAL FLIGHT. HE RECEIVED VECTORS TO RUNWAY 19 FINAL APPROACH COURSE AND WHEN THE AIRPLANE WAS ABOUT 2 MILES FROM THE RUNWAY THRESHOLD, THE PILOT APPLIED ADDITIONAL THROTTLE. THE ENGINE MOMENTARILY RESPONDED AND THEN CONTINUED TO MISS. THE PILOT HEARD A MUFFLED EXPLOSION AND OBSERVED A VERY SMALL PUFF OF WHITE/BLUE SMOKE EMANATING FROM THE RIGHT SIDE OF THE ENGINE COWLING. THE ENGINE QUIT WHEN THE AIRPLANE WAS ABOUT 1 1/2 MILES FROM THE THRESHOLD AT 2,500 FEET MEAN SEA LEVEL. THE AIRPLANE'S ALTITUDE WAS INSUFFICIENT TO NEGOTIATE THE AIRPORT AND THE PILOT ELECTED TO LAND IN AN OPEN VACANT LOT. THE AIRPLANE BURST INTO FLAMES AFTER IT CAME TO REST. EXAMINATION OF THE ENGINE SHOWED THAT DURING THE RECENT TOP OVERHAUL THE MECHANICS INSTALLED THE WRONG CONNECTING ROD BOLTS THAT WERE IMPROPERLY TORQUED. THE OIL DRAIN PLUG CAME LOOSE WHILE IN FLIGHT CAUSING THE ENGINE TO SUSTAIN A CATASTROPHIC FAILURE. THE MECHANICS FAILED TO SAFETY THE OIL DRAIN PLUG.
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: 930 hours in all; 752 in this make and model; 20 in the last 90 days; 16 in the last 30 days; 887 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,430 hours
- Last inspection: annual inspection, June 15, 1992; 17 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: L66 Corona CA at 5:16 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 020° at 12 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 0°F (-18°C)
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.