Piper PA-28R-200 accident near Punta Gorda, Florida, October 3, 1998
On October 3, 1998 at about 1:30 pm local time, a Piper PA-28R-200, registered N53EN, was substantially damaged in an accident near Punta Gorda, Florida (Charlotte County airport). 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
The failure of maintenance personnel to refill the engine oil following the draining of the oil and changing of the oil filter. Also, inadequate preflight of the airplane by the pilot for his failure to noted the absence of engine oil.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 3, 1998 · about 1:30 pm local time
- Place
- Punta Gorda, Florida · Charlotte County
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N53EN · no longer on the register · serial 28R-7335299
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine oil was reportedly changed and replenished then the engine was started and operated for about 5-10 minutes. The pilot and General Manager reported verifying that the engine oil quantity was full before the flight departed. During the upwind leg of the second touch-and-go landing, the engine failed. While descending for a forced landing, the airplane collided with trees then the ground. Examination of the airplane by an FAA airworthiness inspector 2 days after the accident revealed no evidence of oil discharge during flight. Disassembly of the engine revealed that the Nos. 2 and 4 connecting rod bearings were failed, and the Nos. 1 and 3 connecting rod bearings were damaged. Minimal oil was found in the engine. No failure or malfunction was noted on the oil pump gears. The hour meter historically indicated a greater elapsed time than the cable driven tachometer during flights of varying lengths; however, during the accident flight, the tachometer elapsed time was greater than the hour meter time. The hour meter is electrically activated by a pressure switch which requires a minimum oil pressure of 3 psi. No malfunction of the hour meter and pressure switch were noted when tested post 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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,480 hours in all; 850 in this make and model; 13 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,912 hours
- Last inspection: 100-hour inspection, August 28, 1998; 34 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
- Operator: Aeronautical Services, INC.
The flight
- Departed from: PGD at 1:18 pm
- Flight plan: none
- Runway 15
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from PGD
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.