Piper PA-46-350P accident near Myerstown, Pennsylvania, December 2, 1996
On December 2, 1996 at about 8:21 pm local time, a Piper PA-46-350P, registered N394PM, was substantially damaged in an accident near Myerstown, Pennsylvania. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fatigue failure of the connecting rod to crankshaft attachments, due to inadequate overhaul of the engine by the manufacturer, which resulted in a loss of engine power and a forced landing. Factors relating to the accident included the discharge of oil from the ruptured engine, which subsequently obstructed the pilot's view through the windshield and side window, preventing him from having an unobstructed view of the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 1996 · about 8:21 pm local time
- Place
- Myerstown, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N394PM · registry record · serial 4622153
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the climb after takeoff, between 3,500 and 4,000 feet, the pilot noticed the engine oil pressure decreasing and the oil temperature increasing. The pilot advised the controller that he was experiencing a problem, and he was provided radar vectors to the nearest airport. During vectors, the engine failed, and oil covered the windshield and pilot's side window. Unable to see the airport, the pilot completed a forced landing to an open field, where the airplane impacted the ground. The engine had accumulated about 440 hrs of flight time, since it was last overhauled (by the manufacturer). Investigation revealed that remanufactured connecting rods had been installed. Examination of the engine revealed four of the six connecting rod bearings had melted at the crankshaft, and fatigue cracks were found on the number four connecting rod and end cap. When the connecting rod end cap retaining nuts were removed, rings of moderate wear and fretting were found in the nut recesses where the nuts contacted the rods.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,924 hours in all; 300 in this make and model; 64 in the last 90 days; 20 in the last 30 days; 1,707 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,433 hours
- Last inspection: annual inspection, March 16, 1996; 233 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: MDT Harrisburg Intl PA at 8:08 pm
- Destination: N52 Somerset NJ
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 20 statute miles
- Sky: scat at 8,000 ft
- Temperature: 45°F (7°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 7:55 pm from RDG, 17 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.
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.