Piper PA-22-150 accident near Ennis, Montana, May 27, 1983
On May 27, 1983 at about 5:30 am local time, a Piper PA-22-150, registered N9975D, was substantially damaged in an accident near Ennis, Montana. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 1983 · about 5:30 am local time
- Place
- Ennis, Montana · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-150 · all PA-22-150s on the register
- Registration
- N9975D · no longer on the register · serial 22-6766
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A NIGHT FLIGHT, OIL BEGAN SPREADING OVER THE WINDSHIELD & HEAVY SMOKE CAME IN THE COCKPIT THROUGH THE CABIN HEATER. THE PLT OPENED THE CABIN WINDOWS, REDUCED POWER & TURNED BACK TOWARD THE ARPT. THE OIL PRESSURE DROPPED TO 5 PSI & THE PLT DESCENDED TO LAND ON A ROAD WHICH COULD BE SEEN ON THE MOONLIT NIGHT. REPORTEDLY, THE ENGINE BEGAN TO 'RATTLE' AS THE ACFT NEARED THE GROUND. THE PLT LINED UP WITH THE ROAD, BUT LOST SIGHT OF IT MOMENTARILY DUE TO CLOUDS OBSCURING THE MOON. JUST BEFORE LANDING, HE SAW A GUY WIRE & MANEUVERED THE PLANE TO AVOID A COLLISION. THE ACFT STALLED & HIT A DITCH, THEN THE NOSE & LEFT MAIN GEAR SHEARED OFF. THE ACFT CONTINUED THRU BUSHES, HIT A FENCE & NOSED OVER. AN INVESTIGATION REVEALED THAT 2 OIL LINES HAD RUBBED TOGETHER UNTIL 1 HAD WORN THRU. THE OIL LINES SHOULD HAVE BEEN PROTECTED BY A RUBBER SPACER & A CLAMP. EITHER THE CLAMP HAD FAILED OR HAD NOT BEEN INSTALLED. SUBSEQUENTLY, THE RUBBER SPACER HAD MOVED & ALLOWED THE LINES TO RUB TOGETHER.
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: 1,084 hours in all; 60 in this make and model; 14 in the last 90 days; 1,029 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,597 hours
- Last inspection: annual inspection, June 3, 1982; 50 hours since
- Maximum gross weight: 1,840 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: BZN Bozeman MT at 4:30 pm
- Destination: VOI American Falls ID
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 150° at 10 knots
- Visibility: 15 statute miles
- Sky: scat at 10,000 ft
- Temperature: 55°F (13°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 11:52 pm from BZN, 32 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.
Other NTSB records under N9975D the same tail number, which may have belonged to a different aircraft at the time
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.