Piper PA-46-310P accident near Taylor, Pennsylvania, April 13, 2004
On April 13, 2004 at about 4:30 pm local time, a Piper PA-46-310P, registered N861DD, was substantially damaged in an accident near Taylor, Pennsylvania. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The failure of the number 2 connecting rod, after a main bearing shift, which resulted in a catastrophic engine failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2004 · about 4:30 pm local time
- Place
- Taylor, Pennsylvania · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N861DD · no longer on the register · serial 46-86002
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in a climb at 5,500 feet, when the engine began to vibrate and lose power. The pilot observed an increase in oil temperature, and a decrease in oil pressure; which was followed by a total loss of engine power. The pilot performed a forced landing to a field; however, during the landing, the airplane's left wing impacted a tree. Examination of the airplane revealed streaks of oil on the engine cowling, and a 6-inch hole in the top of the engine crankcase, in the vicinity of the number 2 cylinder. Further examination revealed that the number 2 connecting rod was broken into four pieces. The connecting rod journal was black in color and the metal had a "smeared" appearance. Fretting was observed on the mating surfaces of the number 2 main bearing saddles. In addition, the bearing shells had "walked" towards the rear of the engine about 1/4 of an inch. The crankcase through-bolt torques could not be determined. According to a representative of the engine manufacturer, a bearing shift could result in a decrease in oil flow to the journal, and a subsequent catastrophic engine failure. The airplane had been operated for 26 hours, since it's most recent annual inspection, which was performed about a month prior to the accident. The engine had been operated for about 1,700 hours, since it was rebuilt by TCM about 9 years prior to the accident.. The number 2 and 4 cylinders had been replaced about 830 hours prior to the 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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 551 hours in all; 16 in this make and model; 3 in the last 90 days; 2 in the last 30 days; 349 as pilot in command
- Last flight review: December 11, 2003
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,448 hours
- Last inspection: annual inspection, March 8, 2004; 26 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Teledyne Continental TSIO-520BE (piston); 0 hours total
The flight
- Departed from: 9N3 Factoryville PA at 5:10 pm
- Destination: LNS Lancaster PA
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 050° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,000 ft
- Temperature: 46°F (8°C), dew point 43°F (6°C)
- Altimeter: 29.79 inHg
- Observation at 5:54 pm from AVP, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.