Piper PA-28-235 accident near Des Moines, Iowa, April 2, 1997
On April 2, 1997, a Piper PA-28-235, registered N9004W, was substantially damaged in an accident near Des Moines, Iowa. 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).
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The NTSB's probable cause their words, unchanged
oil contamination and starvation due to the inadequate maintenance inspection of the pilot/owner. Factors included the deterioration of the piston pin plug, the connecting rod failure, and the unsuitable terrain for landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 2, 1997
- Place
- Des Moines, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-235 · all PA-28-235s on the register
- Registration
- N9004W · registry record · serial 28-10585
- 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 about 40 minutes after takeoff the tachometer started surging. The oil pressure gauge dropped to zero and the engine started knocking. The engine seized and the pilot landed the airplane in a soy bean field. During landing rollout the airplane hit some large ruts which collapsed the landing gear. The engine examination indicated the number six connecting rod had failed and knocked a hole in the top of the crankcase. The number three upper piston pin plug had deteriorated and was contaminating the engine with aluminum metal. The oil filter was opened and evidence of aluminum metal contamination was found. The cam shaft and tappets indicated various stages of spalling. Rust was noted inside all cylinder walls and all the connecting rods had surface rust on them. In addition to the separated number six connecting rod, the number four and five connecting rods were blued and not free to move. The pilot reported that the oil filter was not opened during the oil changes to inspect for metal contamination. The pilot was unaware that the engine oil filter indicated that the oil system was contaminated with metal particles.
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: 1,568 hours in all; 848 in this make and model; 12 in the last 90 days; 5 in the last 30 days; 1,508 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,321 hours
- Last inspection: annual inspection, February 24, 1996; 70 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 B4B5 (piston); 0 hours total
The flight
- Departed from: Y76 at 11:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI97LA097.