Piper PA-32R-300 accident near Riverside, California, January 1, 2004
On January 1, 2004 at about 5:20 pm local time, a Piper PA-32R-300, registered N589Q, was substantially damaged in an accident near Riverside, California (March Air Reserve Base airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
engine oil exhaustion due to the extrusion of an oil filter converter plate gasket and the failure of the aircraft owner to comply with a mandatory Service Bulletin and a Federal Aviation Administration emergency Airworthiness Directive.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 1, 2004 · about 5:20 pm local time
- Place
- Riverside, California · March Air Reserve Base · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N589Q · no longer on the register · serial 32R-7780492
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a catastrophic engine failure in cruise, the airplane collided with multiple ground obstacles during a forced landing in a field. The pilot reported that while in cruise flight he first noticed a "burning smell," which was followed a short time later by a low oil pressure indication. The pilot then felt a vibration, followed by a brief engine overspeed to 3,000 rpm, and then the engine lost all power. He performed a forced landing in a field and collided with multiple ground obstacles. Post accident examination of the engine at the accident site revealed that the No. 6 connecting rod had penetrated the engine crank case. An excess of engine oil was found on the bottom of the airplane. Further examination revealed an oil filter gasket, Lycoming part number LW-13388, was extruded at the base of the filter assembly and had allowed virtually all engine oil to escape. A Lycoming Mandatory Service Bulletin MSB-543, and an emergency Airworthiness Directive (AD) 2000-18-53, that was later superceded by AD 2002-12-17, was applicable to this potential problem, and required repetitive inspections and gasket replacement or replacement of the gasket adapter plate with a different part number. The investigation could find no evidence of compliance with either AD.
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: 300 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,924 hours
- Last inspection: annual inspection, May 9, 2003; 38 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Textron Lycoming IO-540-KIG5D (piston); 0 hours total
The flight
- Departed from: OKB Oceanside CA at 4:50 pm
- Destination: L35 Big Bear CA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 10,000 ft
- Temperature: 43°F (6°C), dew point 34°F (1°C)
- Altimeter: 30.20 inHg
- Observation at 4:56 pm from KRIV, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.