Piper PA-32-300 accident near Lincoln, California, April 19, 1987
On April 19, 1987 at about 3:40 pm local time, a Piper PA-32-300, registered N15259, was substantially damaged in an accident near Lincoln, California (Lincoln Muni. airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. 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
- April 19, 1987 · about 3:40 pm local time
- Place
- Lincoln, California · Lincoln Muni. · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N15259 · no longer on the register · serial 327340026
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT COLLIDED WITH A DITCH AFTER A LOSS OF PWR DURING T/O CLIMB AT APRX 350 TO 400 FT AGL. THE PLT DESCRIBED THE LOSS OF PWR AS 'LIKE TAKING THE THROTTLE AND PULLING OFF IN A RAPID MOTION.' HE NOTICED DURING HIS PREFLT CHECK THAT THE FUEL IN THE RIGHT MAIN TANK (RMT) WAS LIGHTER BLUE IN COLOR THAN THAT OF THE LEFT MAIN TANK (LMT). HE TOOK 2 SAMPLES FROM THE RMT DURING THE PREFLT AND DURING THE ENG RUN-UP, RAN THE ENG 5 ADD MIN UNTIL ALL THE GAUGES WERE 'IN THE GREEN.' THE ACFT TOOK OFF WITH THE FUEL SELECTOR IN THE RMT POSITION. THE PLT ATTEMPTED A RESTART WHILE EXECUTING A 180 DEGREE TURN TO RETURN TO THE AIRPORT. HE INDICATED THAT HE SWITCHED THE FUEL SELECTOR FROM THE RMT TO THE LMT AND CHECKED THAT THE FUEL BOOST PUMP WAS STILL ON. THE RMT WAS RUPTURED AS RESULT OF THE IMPACT AND ALL THE FUEL ESCAPED INTO THE DITCH. THE ENG WAS EXAMINED AND THERE WERE NO INDICATIONS OF MECHANICAL FAILURE.
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: 8,728 hours in all; 8 in this make and model; 8 in the last 90 days; 2 in the last 30 days; 8,520 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,228 hours
- Last inspection: annual inspection, December 19, 1986; 11 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming TIO-540-K1A5 (piston); 0 hours total
The flight
- Destination: RNO Reno NV
- Flight plan: none
- Runway 33, 6,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 9 knots
- Visibility: 40 statute miles
- Sky: scat at 25,000 ft
- Temperature: 46°F (8°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 2:55 pm from MCC
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 N15259 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.