Piper PA-28-181 accident near Vero Beach, Florida, April 3, 1991
On April 3, 1991 at about 2:15 am local time, a Piper PA-28-181, registered N8156E, was substantially damaged in an accident near Vero Beach, Florida. 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
FAILURE OF MAINTENANCE PERSONNEL TO FOLLOW DIRECTIONS OF A SERVICE BULLETIN DURING THE MAJOR OVERHAUL OF THE ENGINE. THIS RESULTED IN FAILURE TO DETECT A FOREIGN OBJECT UNDER THE CRANKSHAFT GEAR. AS A RESULT THE CRANKSHAFT GEAR BECAME LOOSE AND QUIT TURNING RESULTING IN THE TOTAL LOSS OF ENGINE POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 1991 · about 2:15 am local time
- Place
- Vero Beach, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N8156E · no longer on the register · serial 28-8290102
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE ON A SHORT CROSS COUNTRY FLT, THE ENG QUIT. THE PLT WAS UNABLE TO RESTART THE ENG. DURING THE FORCED LANDING ON A ROAD, THE ACFT COLLIDED WITH A TREE THEN A GUARDRAIL. EXAM OF THE ENG REVEALED THAT THE CRANKSHAFT GEAR WHICH DRIVES TWO CRANKSHAFT IDLER GEARS WHICH IN TURN DRIVES EACH MAGNETO DRIVE GEAR FAILED TO DO SO WHEN THE BOLT WHICH SECURES IT TO THE CRANKSHAFT BACKED OUT ABOUT THREE TURNS. THIS WAS DUE TO A FOREIGN OBJECT LOCATED UNDER THE GEAR FOR AN UNDETERMINED TIME. THE LOOSE BOLT RESULTED IN THE TORQUE FROM THE CRANKSHAFT BEING TRANSMITTED TO THE CRANKSHAFT ALIGNMENT DOWEL, WHICH IS A NON-LOAD CARRYING MEMBER. THE ALIGNMENT DOWEL FAILED DUE TO FATIGUE RESULTING IN THE TOTAL LOSS OF ENG POWER. THE FOREIGN OBJECT WAS REPORTEDLY NOT LOCATED. REVIEW OF THE ENG LOGBOOKS REVEALED THAT THE ENG WAS OVERHAULED 1,574 HRS EARLIER.
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: 121 hours in all; 121 in this make and model; 44 in the last 90 days; 26 in the last 30 days; 48 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,602 hours
- Last inspection: 100-hour inspection, January 25, 1991; 87 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Operator: Sun Aviation, INC.
The flight
- Departed from: 2RR River Ranch FL at 1:55 am
- Destination: VRB Vero Beach FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 060° at 13 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
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.
Other NTSB records under N8156E the same tail number, which may have belonged to a different aircraft at the time
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.