Piper PA-18-135 accident near Durbin, West Virginia, November 6, 2007
On November 6, 2007 at about 5:53 pm local time, a Piper PA-18-135, registered N3257B, was substantially damaged in an accident near Durbin, West Virginia. 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 loss of engine power while in cruise flight due to the partially separated crankshaft oil seal.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 2007 · about 5:53 pm local time
- Place
- Durbin, West Virginia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-135 · all PA-18-135s on the register
- Registration
- N3257B · registry record · serial 18-3275
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot noticed an oil leak on the day prior to the accident, and asked a mechanic to examine the airplane, prior to his departure. The mechanic did not observe any significant indications of an oil leak and the pilot decided to depart for another airport where a company mechanic could further examine the engine. While en route to the destination airport, at an altitude of 5,000 feet, the pilot began to smell oil and observed smoke emanating from the engine. Shortly after, he heard an "explosion" and observed a "chunk of oil" blow out of the engine and cover the windshield. The oil pressure gauge continually decreased and the pilot looked for a place to perform a forced landing. He landed on a dirt road, during which the right wing struck a tree and was substantially damaged. Examination of the engine revealed the engine crankshaft oil seal was partially dislodged, and protruding from the front of the engine case. The most recent condition inspection was completed 2 months prior to the accident, with no anomalies noted. The airplane flew 43 hours since the inspection.
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: 2,261 hours in all; 1,820 in this make and model; 300 in the last 90 days; 100 in the last 30 days; 2,176 as pilot in command
- Last flight review: June 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 27,218 hours
- Last inspection: condition inspection, September 1, 2007; 43 hours since
- Maximum gross weight: 1,600 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: AGC Pittsburgh PA at 4:30 pm
- Destination: RIC Richmond VA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 12 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
- Altimeter: 29.92 inHg
- Observation at 5:41 pm from SHD, 80 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 N3257B 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.