Piper PA-32-300 accident near Clearwater, Florida, May 9, 1991
On May 9, 1991 at about 3:00 pm local time, a Piper PA-32-300, registered N55653, was substantially damaged in an accident near Clearwater, Florida. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE ANNUAL INSPECTION OF THE AIRPLANE BY MAINTENANCE PERSONNEL WHO FAILED TO DETECT A DETERIORATED OIL LINE. THIS RESULTED IN OIL EXHAUSTION CAUSING THE TOTAL LOSS OF ENGINE POWER DUE TO FAILURE OF ONE OF THE CONNECTING RODS. ALSO INADVERTENT STALL/MUSH BY THE PILOT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 1991 · about 3:00 pm local time
- Place
- Clearwater, Florida
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N55653 · no longer on the register · serial 32-7340131
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THE ENG WAS SLUGGISH DURING THE TAKEOFF FOR THE THIRD TOUCH AND GO LANDING, FOLLOWED BY A TOTAL LOSS OF OIL PRESSURE. WITH INSUFFICIENT RWY REMAINING TO LAND HE CONTINUED TO CLIMB & ADVISED THE TOWER OF THE ENG MALFUNCTION. HE WAS CLEARED TO LAND ON ANY RWY BUT THE ENG THEN QUIT. HE INITIATED A LT TURN TO RETURN TO THE ARPT. WHILE DESCENDING HE ATTEMPTED TO CORRECT THE NOSE & LT WING LOW ATTITUDE BEFORE IMPACT WITH THE WATER BUT STATED THAT THE FLT CONTROLS WERE UNRESPONSIVE. THE ACFT WAS RECOVERED & THE ENG REMOVED FOR EXAM. EXAM OF THE ENG REVEALED A HOLE IN THE TOP OF THE CRANKCASE NEAR THE NO. 4 CYLINDER. THE NO. 4 CYLINDER CONNECTING ROD WAS NOT ATTACHED TO THE CRANKSHAFT. THE FIRE SLEEVES PROTECTING THE THREE OIL LINES ATTACHED TO THE LT & RT OIL COOLERS WERE OIL SOAKED. DURING REMOVAL OF THE FIRE SLEEVES, ONE LINE BROKE DUE TO DETERIORATION. THE TWO OTHER LINES WERE EXAMINED & FOUND TO BE DETERIORATED. THE DATA TAGS ATTACHED TO EACH LINE INDICATED THAT THEY WERE MANUFACTURED IN APRIL 1972.
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: 287 hours in all; 40 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 243 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,415 hours
- Last inspection: annual inspection, November 9, 1990; 77 hours since
- Maximum gross weight: 3,300 lb
- Seats: 7
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 82°F (28°C), dew point 79°F (26°C)
- Altimeter: 30.00 inHg
- Observation at 3:02 pm from PIE, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.