Piper PA-32R accident near Columbia, Missouri, June 23, 1995
On June 23, 1995 at about 8:10 pm local time, a Piper PA-32R, registered N39620, was substantially damaged in an accident near Columbia, Missouri (Colombia Regional Airport). It was a personal 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
A LOOSE (OR MISSING) NUT AND CLIP FOR THE BOTTOM MAGNETO STUD, DUE TO INADEQUATE MAINTENANCE, AND FATIGUE FAILURE OF THE MAGNETO HOUSING FLANGE, WHICH RESTULTED IN AN OIL LEAK, ENGINE COMPARTMENT FIRE, AND A FORCED LANDING. A FACTOR RELATING TO THE ACCIDENT WAS: THE NECESSITY FOR THE PILOT TO DELAY EXTENDING THE LANDING GEAR, SO THAT THE AIRPLANE WOULD CLEAR OBSTRUCTIONS AND REACH A FAVORABLE LANDING AREA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 1995 · about 8:10 pm local time
- Place
- Columbia, Missouri · Colombia Regional Airport
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R · all PA-32Rs on the register
- Registration
- N39620 · no longer on the register · serial 32R-7887123
- 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 HE HEARD A MUFFLED EXPLOSION FROM THE ENGINE COMPARTMENT. THE ENGINE QUIT AND FLAMES STARTED COMING OUT OF THE ENGINE COWLING. THE CABIN BEGAN FILLING WITH SMOKE, AND OIL BEGAN SPEWING ONTO THE WINDSCREEN. THE PILOT SUCCESSFULLY EXECUTED PROCEDURES FOR IN-FLIGHT FIRE AND SMOKE IN THE COCKPIT. HE THEN MADE AN EMERGENCY LANDING IN A FIELD. HOWEVER, BEFORE LANDING, THE PILOT DELAYED GEAR EXTENSION, SO THAT HE COULD REMAIN CLEAR OF OBSTRUCTIONS AND REACH A SUITABLE LANDING AREA. THE GEAR DID NOT HAVE ENOUGH TIME TO BE FULLY EXTENDED, AND IT COLLAPSED ON TOUCHDOWN. AN EXAMINATION OF THE AIRPLANE REVEALED THAT THE DUAL MAGNETO HAD SEPARATED FROM THE ENGINE. THE BOTTOM MAGNETO HOLD DOWN CLIP WAS FOUND IN THE COWLING, BUT NEITHER THE LOCKWASHER OR NUT WERE RECOVERED. AN EXAMINATION OF THE BOTTOM SURFACE OF THE MAGNETO HOUSING REVEALED TWO LONGITUDINAL MARKINGS (CHIPPED PAINT). THE BOTTOM CLIP HAD A SPACING WHICH MATCHED THE CHIPPED PAINT ON THE MAGNETO HOUSING, AS IF THE CLIP HAD MOVED LONGITUDINALLY RELATIVE TO THE HOUSING. AN EXAMINATION OF THE TOP MAGNETO HOUSING FLANGE, WHICH HAD SEPARATED FROM THE MAGNETO, REVEALED FRACTURE SURFACE MARKINGS INDICATIVE OF FATIGUE CRACKING BEFORE THE ONSET OF OVERSTRESS SEPARATION.
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: 1,186 hours in all; 765 in this make and model; 24 in the last 90 days; 5 in the last 30 days; 994 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,766 hours
- Last inspection: annual inspection, September 15, 1994; 46 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: IOW Iowa City IA at 7:00 pm
- Destination: PLK Point Lookout MO
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 4 statute miles
- Sky: scat at 4,800 ft
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 8:19 pm from COU, 6 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.