Piper PA-24-250 accident near Challis, Idaho, August 13, 2005
On August 13, 2005 at about 4:30 pm local time, a Piper PA-24-250, registered N6677P, was substantially damaged in an accident near Challis, Idaho (Challis airport). 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 installation of an improper oil gasket by maintenance personnel, which resulted in a loss of engine oil and subsequent loss of engine power during the emergency descent.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 2005 · about 4:30 pm local time
- Place
- Challis, Idaho · Challis · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N6677P · no longer on the register · serial 24-1801
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that shortly after takeoff, the propeller RPM became erratic and uncontrollable and he elected to return to the airport. He reported that during the descent, the airplane developed a rough running engine and eventually lost power resulting in an off airport landing. Preliminary external examination of the assembly revealed a large hole in the engines crankcase, adjacent to the number four cylinder assembly. The number four piston rod was fractured and extensive heat distress, deformation and discoloration was noted to both the number three and number four piston assemblies. A representative from Textron Lycoming reported that this type of damage is indicative of oil depravation. Further examination of the engine assembly revealed that the hydraulic pump adapter pad cover gasket was protruding from between the accessory mounting pad and its associated cover. A section of the gasket separated and was displaced from its installed position. The FAA Airworthiness Inspector overseeing the examination reported that the installed gasket was intended to be used in conjunction with a hydraulic pump, if applicable, however, this particular engine configuration does not utilize a hydraulic pump, and therefore a hydraulic pump adapter pad gasket should have been installed. Personnel at the Challis airport reported that a large puddle of oil was found in the run-up area following the airplane's pre takeoff run-up and departure.
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: 328 hours in all; 62 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 267 as pilot in command
- Last flight review: February 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,571 hours
- Last inspection: annual inspection, August 1, 2004; 35 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: KLLJ Challis ID at 4:30 pm
- Destination: U62 Mackay ID
- Flight plan: none
- Runway 34, 4,600 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 39°F (4°C)
- Altimeter: 30.12 inHg
- Observation at 4:30 pm from KLLJ, 1 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.