Piper PA-32-300 accident near Broken Arrow, Oklahoma, March 31, 2003
On March 31, 2003 at about 10:00 pm local time, a Piper PA-32-300, registered N70NZ, was destroyed in an accident near Broken Arrow, Oklahoma. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the engine due to the blow-by condition in the number six cylinder for undetermined reasons, which resulted in oil starvation and eventual failure of the associated connecting rod end cap. Also causal was the pilot's failure to maintain airspeed during the forced landing, which resulted in an inadvertent stall and subsequent collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 31, 2003 · about 10:00 pm local time
- Place
- Broken Arrow, Oklahoma · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N70NZ · no longer on the register · serial 32-7940073
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stalled the airplane, which impacted terrain in a nose down pitch attitude after the engine experienced a total loss of power. Numerous witnesses observed smoke trailing from the airplane; one of which observed the smoke up to nine minutes prior to the accident. The pilot reported a loss of oil pressure and subsequent loss of engine power. Some witnesses observed the airplane stall, roll to the right, and descend vertically. The airplane exploded upon impact with the terrain. Post-accident examination of the engine revealed the number six connecting rod end cap failed due to oil starvation. The oil starvation resulted from a piston blow-by condition that formed in the number six cylinder. The blow-by condition resulted in crankcase pressurization and the loss of the oil through the breather tube. The blow-by condition also resulted in the burning of oil in the number six cylinder, which resulted in the smoke observed by the witnesses. The cause of the blow-by situation was not determined.
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: 150 hours in all; 90 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,060.3 hours
- Last inspection: annual inspection, August 22, 2002
- Maximum gross weight: 3,396 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RVS Tulsa OK at 8:30 pm
- Destination: RVS Tulsa OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 11 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 13,000 ft
- Temperature: 77°F (25°C), dew point 43°F (6°C)
- Altimeter: 30.02 inHg
- Observation at 11:53 pm from TUL, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.