Piper PA-32R-300 accident near Mason City, Iowa, September 1, 2000
On September 1, 2000 at about 4:10 pm local time, a Piper PA-32R-300, registered N8304C, was substantially damaged in an accident near Mason City, Iowa. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 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 unsuitable terrain for landing encountered by the pilot and the failure of the oil filter converter plate gasket. Factors to the accident were the total loss of oil and the soft terrain condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2000 · about 4:10 pm local time
- Place
- Mason City, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N8304C · no longer on the register · serial 32R-7680091
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight the engine oil pressure dropped to zero and the engine began to vibrate. The pilot elected to shut-down the engine and perform a forced landing to a near by soy bean field. During the landing the left main and nose gear collapsed when they came into contact with the soft terrain. Post-accident investigation revealed that the oil filter base-gasket had become extruded from its seat, allowing engine oil to leak out of the engine. Textron Lycoming Engines, Williamsport, Pennsylvania, issued a Mandatory Service Bulletin, number 543A, the day prior to the accident. The service bulletin stated, "Textron Lycoming has received reports indicating that operation at high oil temperatures can cause the converter plate gasket on the oil filter base to become extruded from its seat, allowing oil to leak out between the plate and the accessory housing." The service bulletin called for the removal and replacement of the converter plate gasket at every 50-hour oil change.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,800 hours in all; 1,000 in this make and model; 160 in the last 90 days; 75 in the last 30 days; 1,650 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,461 hours
- Last inspection: 100-hour inspection, August 20, 2000; 51 hours since
- Maximum gross weight: 3,600 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming IO-540-K1A5D (piston); 0 hours total
The flight
- Departed from: AXA Algona IA at 3:50 pm
- Destination: MCW
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 15 knots
- Visibility: 6 statute miles
- Sky: overcast at 6,000 ft; scat at 2,200 ft
- Temperature: 147°F (64°C), dew point 145°F (63°C)
- Altimeter: 30.00 inHg
- Observation at 4:07 pm from MCW, 90 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.