Piper PA-32RT-300T accident near Paso Robles, California, July 9, 1986
On July 9, 1986 at about 2:33 pm local time, a Piper PA-32RT-300T, registered N39944, was substantially damaged in an accident near Paso Robles, California. It was a business flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. 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
- July 9, 1986 · about 2:33 pm local time
- Place
- Paso Robles, California · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T PA-32RT-30 · all PA-32RT-300Ts on the register
- Registration
- N39944 · registry record · serial 7887171
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT WAS INFORMED THAT HE WAS TRAILING SMOKE ON CLIMB OUT. THE PLT ELECTED TO CONTINUE THE CLIMB DUE TO IMC AT THE DEPARTURE ARPT AND DIVERT TO ANOTHER ARPT LOCATED 26 NM NORTH. HE CONTINUED TO CLIMB TO 4,500 FT MSL TO VMC. THE OIL WARNING LIGHT ILLUMINATED DURING THE CLIMB AND THE PLT REQUESTED RADAR VECTORS TO ANOTHER ARPT AND VMC. APRX 20 NM SOUTH OF THE OF THE APRT WHILE IN A DESCENT IN VMC THE ENG OIL PRESSURE GAGE INDICATED 'O'. THE ENG THEN SEIZED AND THE PLT LANDED IN A FIELD. DURING THE LANDING ROLL THE LEFT LANDING GEAR WAS SEVERED AND THE LEFT WING WAS DAMAGED. AFTER THE ACFT CAME TO REST, OIL WAS SEEN ON THE TOP OF THE ENG COWLING AND ON THE ACFT FUSELAGE. EXAM OF THE ENG REVEALED THE ENG CASE HAD FRACTURED ABOVE THE NUMBER 6 CYLINDER. ALL OIL FITTINGS WERE EXAMINED FOR PROPER SECURITY AND TIGHTNESS AND PRESSURE CHECKED. THERE WERE NO INDICATIONS OF LEAKAGE OR BLOCKAGE FOUND.
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: 1,087 hours in all; 324 in this make and model; 19 in the last 90 days; 12 in the last 30 days; 988 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 941 hours
- Last inspection: annual inspection, February 21, 1986; 36 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: SBP San Luis Obispo CA at 2:32 pm
- Destination: FUL Fullerton CA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from PRB, 12 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.