Piper PA-32R-301T accident near Perry, Iowa, April 10, 1986
On April 10, 1986 at about 8:05 pm local time, a Piper PA-32R-301T, registered N8178N, was substantially damaged in an accident near Perry, Iowa. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 1986 · about 8:05 pm local time
- Place
- Perry, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301T PA-32R-301 · all PA-32R-301Ts on the register
- Registration
- N8178N · no longer on the register · serial 8029072
- 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 PIC NOTICED A LOSS OF ENGINE PWR AND FLAMES ERUPTING FROM THE ENGINE COWLING. THE PIC EXECUTED A TURN BACK TO THE ARPT AS THICK BLACK SMOKE FILLED THE COCKPIT. THE PIC OPENED THE SIDE VENT WINDOW TO MAINTAIN SIGHT OF THE GROUND AND LANDED THE ACFT IN AN OPEN FIELD. THE PIC EXITED THE ACFT AND USED AND HAND HELD EXTINGUISHER TO COMBAT THE FLAMES BELCHING FM THE ENGINE COWLING. THE ENSUING FIRE SUBSTANTIALLY DAMAGED THE ACFT. INSPECTION OF THE FIRE AREA REVEALED AN EXHAUST V-CLAMP LOOSE AND A DISTORTED GASKET AT THE EXHAUST JOINTS. THIS ALLOWED BLOW-BY OF THE HOT EXHAUST GASES WHICH MELTED THE FUEL BOOST PUMP CONNECTION SPEWING RAW FUEL INTO THE HOT ENGINE COMPARTMENT. THE EXHAUST SYSTEM HAD BEEN REMOVED TO REWORK A CYLINDER AND RE-INSTALLED 6 HOURS PRIOR TO THIS FLT. THE GASKET WAS DISTORTED DURING THE RE-ASSEMBLY OF THE EXHAUST SYSTEM.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,546 hours in all; 1,505 in this make and model; 90 in the last 90 days; 3,360 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,407 hours
- Last inspection: annual inspection, April 1, 1986; 4 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: PRO Perry IA at 8:00 pm
- Destination: SLB Schaller IA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 3 knots, gusting 12
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 7:51 pm from DSM, 20 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.
Other NTSB records under N8178N 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.