Piper PA-32-260 accident near N. Miami Beach, Florida, May 5, 1995
On May 5, 1995 at about 2:24 pm local time, a Piper PA-32-260, registered N3482W, was substantially damaged in an accident near N. Miami Beach, 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 BY MAINTENANCE PERSONNEL FOR FAILURE TO IDENTIFY A HARDENED OIL HOSE FROM THE OIL PUMP TO THE OIL COOLER INLET INSIDE A PROTECTIVE FIRE SLEEVE. ADDITIONALLY, UNSUITABLE TERRAIN ENCOUNTERED DURING THE FORCED LANDING CONTRIBUTED TO THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 1995 · about 2:24 pm local time
- Place
- N. Miami Beach, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N3482W · no longer on the register · serial 32-359
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SHORTLY AFTER TAKEOFF THE PILOT OBSERVED THAT THE OIL PRESSURE BEGAN DECREASING. HE TURNED TO RETURN TO THE DEPARTURE AIRPORT BUT THE ENGINE FAILED AND THE AIRPLANE CRASHED INTO A LAKE NEAR THE AIRPORT. THE AIRPLANE WAS RECOVERED AND EXAMINATION OF THE ENGINE REVEALED THAT AN OIL HOSE FROM THE OIL PUMP TO THE OIL COOLER INLET FAILED IN TWO PLACES INSIDE THE PROTECTIVE FIRE SLEEVE. THE FIRE SLEEVE WAS OIL SOAKED AND INTERNALLY FOUND TO CONTAIN METAL PARTICLES. THE FAILED OIL HOSE WAS MANUFACTURED IN THE THIRD QUARTER OF 1987 AND INSTALLED FOLLOWING ENGINE OVERHAUL ON JULY 22, 1987. FURTHER EXAMINATION OF THE ENGINE REVEALED THAT THREE OF THE SIX CYLINDER CONNECTING RODS FAILED DUE TO LACK OF LUBRICATION. THE REMAINING THREE CONNECTING RODS WERE FOUND TO BE HEAT DISTRESSED AND THEIR ASSOCIATED ROD BEARINGS EXTRUDED. REVIEW OF THE ENGINE LOGBOOK REVEALED THAT THE ENGINE HAD BEEN OPERATED FOR ABOUT 53 HOURS SINCE THE LAST INSPECTION IN NOVEMBER 1994.
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: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 293 hours in all
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,876 hours
- Last inspection: annual inspection, November 28, 1994; 53 hours since
- Maximum gross weight: 3,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-540-E4B5 (piston); 0 hours total
The flight
- Departed from: OPF Opa Locka FL at 2:20 pm
- Destination: MYN Nassau OF
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 5 knots
- Visibility: 8 statute miles
- Sky: overcast at 20,000 ft; scat at 10,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 2:27 pm from OPF, 4 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.