Piper PA-46-310P accident near West Mifflin, Pennsylvania, August 16, 1986
On August 16, 1986 at about 2:47 am local time, a Piper PA-46-310P, registered N27EE, was destroyed in an accident near West Mifflin, Pennsylvania. It was a business flight under general aviation rules (Part 91). 2 people were killed and 2 people were seriously injured. 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
- August 16, 1986 · about 2:47 am local time
- Place
- West Mifflin, Pennsylvania · map
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N27EE · no longer on the register · serial 46-8608036
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AT 2232 EDT, THE ACFT WAS CLIMBING TO 15000 FEET WHEN THE PILOT REPORTED A LOW OIL PRESSURE LIGHT. ATC ADVISED JIMMY STEWART FIELD IS ABOUT ELEVEN THIRTY AND 15 MILES. AFTER THE PILOT ASKED, 'IS THAT A TOWER FIELD?', ATC ADVISED HE DID NOT KNOW, WESTMORELAND COUNTY IS AT TWO O'CLOCK AND ABOUT 15 MILES, TURN RIGHT 180 DEGREES, DESCEND AND MAINTAIN 4000 FEET. AT 2233 EDT, ATC SAID THAT THEY BELIEVE WESTMORELAND COUNTY TOWER IS CLOSED DOWN. THE PILOT SAID THAT HE WAS THINKING OF WHERE HE SHOULD GO AND ATC ADVISED PITTSBURGH'S 35 MILES AWAY IF YOU CAN MAKE THAT. AT 2234:35 EDT, THE ACFT WAS RETURNING TO PITTSBURGH WHEN THE PILOT REPORTED ZERO OIL PRESSURE AND AN OIL LIGHT. AT 2237:27 EDT, THE PILOT REPORTED AN EMERGENCY. FLT WAS CLEARED TO ALLEGHENY CO ARPT & ADVISED MONROEVILLE ARPT 230 HDG & 5 MI. THE ACFT CRASHED AT 2247 EDT. THE INVESTIGATION SHOWED A LOOSE FLANGE NUT ON LEFT TURBO CHARGER FEED LINE FINGER TIGHT. TEST PRODUCED A STEADY LEAK. AT SITE OIL COVERED BOTTOM OF FUSELAGE AND EMPENNAGE.
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: 1,166 hours in all; 127 in this make and model; 284 in the last 90 days; 127 in the last 30 days; 1,031 as pilot in command; 443 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 349 hours
- Last inspection: annual inspection, July 16, 1986; 116 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TS10-520-BE (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PIT Pittsburgh PA at 2:16 am
- Destination: PHL Philadelphia PA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 190° at 6 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 10,000 ft; scat at 3,000 ft
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 2:50 am from AGC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.