Piper PA-46-310P incident near Elk Mound, Wisconsin, November 13, 2009
On November 13, 2009 at about 10:51 pm local time, a Piper PA-46-310P, registered N667PC, suffered minor damage in an incident during enroute (descent) near Elk Mound, Wisconsin. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to component failure from excessive heating of the engine connecting rod journals.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2009 · about 10:51 pm local time
- Place
- Elk Mound, Wisconsin · map
- Type
- Incident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N667PC · registry record · serial 46-8508001
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a loss of engine oil pressure during descent to the destination airport, and the pilot subsequently performed a forced landing to a corn field. Maintenance records showed that the engine last received an engine oil analysis and engine oil change about 107 hours prior to the incident. The last recorded oil analysis check on the engine recommended that the owner resample the oil in 15 to 20 hours to monitor wear trend. A postaccident examination of the engine revealed that there was heat damage to the surfaces of cylinder rod journal Nos. 5 and 6. A postaccident examination of the airplane revealed no other mechanical malfunctions or failures that 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
What happened, in order
- Powerplant sys/comp malf/fail during enroute (descent)
- Loss of engine power (total) during enroute (descent) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Fatigue/wear/corrosion
- Personnel issues › Experience/knowledge › Experience/qualifications › Qualification/certification › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,700 hours in all; 1,500 in this make and model; 30 in the last 90 days; 18 in the last 30 days; 2,570 as pilot in command
- Last flight review: May 2, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,442 hours
- Last inspection: annual inspection, April 24, 2009
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: fixed
- Engine: Teledyne Continental Motors TSIO-550-C1B (piston); 0 hours total
The flight
- Departed from: FAR Fargo ND at 9:30 pm
- Destination: EAU Eau Claire WI
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 130° at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,900 ft; clear
- Temperature: 52°F (11°C), dew point 37°F (3°C)
- Altimeter: 29.62 inHg
- Observation at 10:56 pm from EAU, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.