Piper PA-32RT-300 accident near Bardstown, Kentucky, November 21, 2006
On November 21, 2006 at about 5:13 pm local time, a Piper PA-32RT-300, registered N3887M, was substantially damaged in an accident near Bardstown, Kentucky. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 2006 · about 5:13 pm local time
- Place
- Bardstown, Kentucky · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300 · all PA-32RT-300s on the register
- Registration
- N3887M · no longer on the register
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to his destination airport, the engine lost power and the pilot noticed smoke coming from the front of the airplane. He reported, "engine fire...going in," to air traffic control and was given vectors to the nearest airport. When he realized he would not be able to make it to the airport, the pilot performed a forced landing to a field. During the forced landing, the airplane impacted trees and was substantially damaged. Examination of the engine revealed the lower, right, forward cowling displayed fire damage near the number 1 cylinder exhaust, and soot damage under the number 1 cylinder. The number 1 exhaust gasket was intact with no evidence of exhaust gas leakage observed. Additionally, the number 1 exhaust gauge temperature (EGT) probe was backed out of the exhaust stack about 1/8 inch. Evidence of exhaust gas leakage was noted on the EGT probe. The engine data monitoring system was analyzed and revealed no anomalies during the accident flight. The last recorded data point indicated the fuel was cut off suddenly, to the engine. Examination of the fuel servo revealed no preimpact mechanical anomalies.
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: single-engine land; instrument: airplane
- Flight time: 850 hours in all
- Last flight review: August 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,400 hours
- Last inspection: annual inspection
- Maximum gross weight: 3,200 lb
- Landing gear: fixed
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: M25 Mayfield KY
- Destination: FFT Frankfort KY
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 130° at 3 knots
- Visibility: 7 statute miles
- Sky: a few clouds at 2,000 ft
- Temperature: 43°F (6°C), dew point 28°F (-2°C)
- Altimeter: 30.48 inHg
- Observation at 4:55 pm from FTK, 24 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.