Piper PA-28R-200 accident near Thorndale, Pennsylvania, January 18, 1997
On January 18, 1997 at about 4:45 pm local time, a Piper PA-28R-200, registered N57010, was substantially damaged in an accident near Thorndale, Pennsylvania. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate overhaul of the crankshaft that failed to detect fatigue cracks, which resulted in a total loss of engine power when the crankshaft separated in two.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 18, 1997 · about 4:45 pm local time
- Place
- Thorndale, Pennsylvania · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N57010 · registry record · serial 28R-7435072
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during cruise flight the engine started to run rough followed by a total loss of engine power. The pilot performed a forced landing during which the airplane collided with a utility pole. Examination of the engine revealed that the crankshaft was separated in two with an additional crack. Review of the maintenance records revealed that the crankshaft was overhauled by Engine Components, Inc., San Antonio, Texas. During the first magnetic particle inspection, the crankshaft was considered for rejection due to heat cracks in the area of the number 3 main journal. The main and rod journals were then ground and renitrided. The crankshaft then had two additional magnetic particle inspections and was returned to service. Examination of the crankshaft revealed that preexisting fatigue cracks propagated at least 75 percent of the crank cheek wall. The accident occurred about 9 flight hours after the crankshaft inspections which were conducted in December, 1996.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,000 hours in all; 500 in this make and model; 400 in the last 90 days; 100 in the last 30 days; 11,800 as pilot in command; 1,180 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,975 hours
- Last inspection: annual inspection, December 31, 1996; 9 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: 40N Coatesville PA at 4:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 18 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 20,000 ft; scat at 4,500 ft
- Temperature: 14°F (-10°C), dew point 10°F (-12°C)
- Altimeter: 29.00 inHg
- Observation at 4:50 pm from LNS, 22 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.