Piper PA-28R-201T accident near Trinity Center, California, June 1, 1994
On June 1, 1994 at about 1:40 pm local time, a Piper PA-28R-201T, registered N36025, was substantially damaged in an accident near Trinity Center, California (Trinity Center airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the fatigue fracture of the crankshaft due to improper maintenance installation of the number 1 cylinder and the inadequate torquing of the case through bolts at that location.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1994 · about 1:40 pm local time
- Place
- Trinity Center, California · Trinity Center · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-201T PA-28R-201 · all PA-28R-201Ts on the register
- Registration
- N36025 · no longer on the register · serial 28R-7803308
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that he heard a grinding noise in the engine followed by a prop overspeed. Then the engine suddenly lost all power. ARTCC provided radar vectors to nearest airport and the pilot set up for a dead stick approach; however, he was unable to make the runway. The aircraft touched down gear up in a ditch, bounced out and onto parking lot, then crashed into a parked aircraft. Disassembly of the engine revealed fretting on the parting surfaces of the number 1 main bearing saddle. The crankshaft was found fatigue fractured across the number 1 crankpin at the interface with the number 2 long cheek. One rod end cap nut was found without a cotter pin installed. The second rod end cap nut was found with a shorter than normal cotter pin installed. The number 1 connecting rod bearing was found partially swaged out of the rod, with fretting observed on the bearing surfaces. The side faces of connecting rod number 1 were scored. The engine records revealed that cylinders number 1 and 4 were replaced on May 9, 1994, 29 hours prior to the accident.
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; instrument: airplane
- Flight time: 159 hours in all; 28 in this make and model; 49 in the last 90 days; 9 in the last 30 days; 84 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,362 hours
- Last inspection: 100-hour inspection, April 6, 1994; 68 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-FB1 (piston); 0 hours total
- Operator: Rainbow Air
The flight
- Departed from: MFR Medford OR at 12:50 pm
- Destination: LGB Long Beach CA
- Flight plan: IFR
- Runway 32, 3,200 ft by 50 ft
Weather at the time
- Light: dawn
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.