Piper PA-24-260 accident near San Mateo, California, October 16, 1987
On October 16, 1987 at about 11:03 pm local time, a Piper PA-24-260, registered N9097P, was substantially damaged in an accident near San Mateo, California. 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
- October 16, 1987 · about 11:03 pm local time
- Place
- San Mateo, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N9097P · registry record · serial 244573
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE OVER THE OCEAN, THE PILOT NOTED THAT THE ENGINE DID NOT SOUND RIGHT AND THAT THE OIL PRESSURE INDICATION HAD DROPPED TO ZERO. SHORTLY AFTERWARD, THE ENGINE BEGAN TO VIBRATE VIOLENTLY AND SEIZED. THE PILOT PLANNED FOR A FORCED LANDING TO AN OPEN FIELD BECAUSE OF TRAFFIC ON HIGHWAYS. THE PILOT ELECTED TO MAKE AN INTENTIONAL WHEELS-UP LANDING ON UPSLOPING TERRAIN, RESULTING IN A HARD LANDING. EXAMINATION OF THE ENGINE DISCLOSED ABOUT 2 HANDFULS OF METAL FLAKES IN THE OIL SUMP WITH THE OIL PUMP PICKUP SCREEN CLOGGED BY METAL FLAKES. THERE WERE NO METAL FLAKES IN THE ENGINE OIL FILTER. THE NO 6 CONNECTING ROD HAD FAILED AND PENETRATED THE ENGINE CASE. THE EVIDENCE INDICATED THAT THE ENGINE FAILURE WAS INITIATED BY THE FAILURE OF A CONNECTING ROD BEARING. THE ENGINE HAD BEEN OPERATED 23 HOURS SINCE THE MOST RECENT ANNUAL INSPECTION.
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; instrument: airplane
- Flight time: 4,039 hours in all; 2,070 in this make and model; 12 in the last 90 days; 4 in the last 30 days; 4,000 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,464 hours
- Last inspection: annual inspection, December 26, 1986; 23 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
The flight
- Departed from: PAO Palo Alto CA at 10:45 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 5 statute miles
- Sky: scat
- Temperature: 66°F (19°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 10:45 pm from PAO, 10 miles away
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 N9097P 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.