Piper PA-32-300 accident near Grantsville, Utah, July 7, 2006
On July 7, 2006 at about 5:45 pm local time, a Piper PA-32-300, registered N56824, was substantially damaged in an accident near Grantsville, Utah. It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A lack of lubrication for undetermined reasons, which resulted in the failure of the Nos. 2, 3, 4, 5 and 6 connecting rods, a subsequent total loss of engine power during descent, which resulted in a forced landing. A factor in the accident was the soft sand.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2006 · about 5:45 pm local time
- Place
- Grantsville, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N56824 · registry record · serial 32-7440029
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in a descent from cruise flight the engine sustained a total loss of engine power, resulting in a forced landing to a shoreline consisting of soft sand. A post accident examination of the engine revealed connecting rods 2, 3, 4, 5 and 6 were separated from the crankshaft. There was also evidence of connecting rod bearing heat stress and lack of lubrication, metal observed in the oil pan, and four penetrating holes in the bottom of the crankcase. Prior to preparing the engine for teardown only about one quart of oil was drained from the oil sump. The engine had accumulated a total of 1,956 hours since its most recent major overhaul; recommended time between overhauls is 2,000 hours. The pilot reported fuel and oil levels were normal for the flight and that no anomalies were noted, which would have precluded normal operation.
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
- Flight time: 750 hours in all; 218 in this make and model; 34 in the last 90 days; 21 in the last 30 days; 640 as pilot in command
- Last flight review: August 1, 2004
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,200 hours
- Last inspection: annual inspection, November 1, 2005
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1A5 (piston); 0 hours total
The flight
- Departed from: AEB Bend OR at 2:30 pm
- Destination: SLC Salt Lake City UT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 090° at 4 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,500 ft
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
- Altimeter: 30.11 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.