Piper PA-46-310P accident near Ocala, Florida, December 27, 1995
On December 27, 1995 at about 3:45 am local time, a Piper PA-46-310P, registered N800SJ, was substantially damaged in an accident near Ocala, Florida (Ocala Regional/Jim Taylor airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
oil starvation resulting in connecting rod failure in three of the six cylinders due to lack of lubrication. Contributing to the accident was the failure of the pilot to adhere to a ATC vector toward the nearest airport following engine failure which resulted in the airplane flying past the vectored airport and subsequent collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 1995 · about 3:45 am local time
- Place
- Ocala, Florida · Ocala Regional/Jim Taylor · map
- Type
- Accident
- Injuries
- 2 people were seriously injured; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N800SJ · no longer on the register · serial 46-8608062
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight at 14,000 feet mean sea level, the engine failed. The flight was vectored to a nearby airport but the pilot flew toward another airport and crashed in a residential area. Examination of the engine revealed 1.8 quarts of oil were drained and 3 of the 6 connecting rods were failed due to lack of lubrication. Also, detonation damage to the No. 6 cylinder piston was noted and scoring of piston sidewalls was noted at 5 of the 6 cylinders. Evidence of heat discoloration was noted to the connecting rod journals for 3 of the 6 cylinders. The aircraft TIT gauge, which had been miscalibrated by 30 to 40 degrees when the airplane was manufactured, was found to indicate 110 degrees Fahrenheit low near the maximum continuous point of 1,750 degrees. The air/oil separator hose to the scavenge pump was plugged about 10 inches along its length with a substance with a high lead content resulting in the recurring pilot report of excessive oil consumption. Due to the pilot complaint of excessive oil consumption 4 of the 6 cylinders were removed and replaced within the previous 6 months. About 1 month before the accident one of the cylinder pistons was removed and replaced after examination revealed piston sidewall damage consistent with detonation.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,500 hours in all; 500 in this make and model; 2 in the last 90 days; 2 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,540 hours
- Last inspection: annual inspection, November 23, 1995; 6 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-BE (piston); 0 hours total
The flight
- Departed from: ISM Kissimmee FL at 3:10 am
- Destination: BHM Birmingham AL
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 350° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 4:15 am from OCF, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 5 |
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.