Piper PA-24-180 accident near Oceano, California, January 17, 1987
On January 17, 1987 at about 11:15 pm local time, a Piper PA-24-180, registered N5982P, was substantially damaged in an accident near Oceano, California (Oceano airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed and 1 person was seriously injured. 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
- January 17, 1987 · about 11:15 pm local time
- Place
- Oceano, California · Oceano · map
- Type
- Accident
- Injuries
- 3 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-180 · all PA-24-180s on the register
- Registration
- N5982P · no longer on the register · serial 241075
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SHORTLY AFTER TAKEOFF, THE SURVIVING PAX (S/P) NOTICED THE ACFT BEGAN LOSING ALT. SHE HEARD THE PLT COMMENT ABOUT A 'CLICKING NOISE IN THE LEFT WING' WHICH SHE ALSO HEARD & SAID SOUNDED LIKE METAL CLICKING TOGETHER. GROUND WITNESSES NOTICED A CHANGE IN ENG SOUND. SEVERAL RPRTD AN INTERRUPTION OF ENG PWR, BUT OTHERS (INCLUDING THE S/P) DID NOT RPRT A A PWR LOSS. SUBSEQUENTLY, THE ACFT CRASHED APRX 600 YDS SSE FM THE APCH END OF RWY 29. DRG IMPACT, THE LEFT WING & NOSE WERE EXTENSIVELY DMGD. AFTER IMPACT, THE ACFT TRAVELED ONLY ABOUT 37' BEFORE COMING TO REST. AN EXAM REVEALED THE #4 EXHAUST PIPE FAILED NEXT TO THE WELDED FLANGE THAT ATTACHED THE PIPE TO THE EXHAUST PORT. THE FRACTURES WERE DISCOLORED BY EXHAUST GASES & PEENED BY REPEATED CTC WITH THE MATING SURFACES, MAKING EVALUATION DIFFICULT. MUCH OF THE FRACTURE WAS 90 DEG TO THE PIPE SURFACE (TYPICAL OF FATIGUE). THE FLANGE HAD BEEN PREVIOUSLY REPAIRED BY PUTTING A SLEEVE OF MATERIAL ARND THE PIPE & WELDING IT TO THE FLANGE. SOME AREAS OF THE REPAIR WELD DID NOT ADHERE TO THE SLEEVE OR FLANGE.
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: 256 hours in all; 120 in this make and model; 44 in the last 90 days; 22 in the last 30 days; 214 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,279 hours
- Last inspection: annual inspection, October 6, 1986; 59 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: L52 at 11:15 pm
- Destination: MRY Monterey CA
- Flight plan: none
- Runway 29, 2,335 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from SMX, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 | 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.
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.