Piper PA-31-350 accident near Pacific Ocean, PO, April 10, 1997
On April 10, 1997 at about 5:06 pm local time, a Piper PA-31-350, registered N27659, was destroyed in an accident near Pacific Ocean, PO. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power in one engine for undetermined reasons. A factor in the accident was the aircraft's diminished single engine performance during the early portion of the overweight ferry flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 1997 · about 5:06 pm local time
- Place
- Pacific Ocean, PO
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N27659 · no longer on the register · serial 31-7852090
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft was being operated on a trans-Pacific ferry flight. A special flight permit authorized a gross weight increase and ferry fuel tanks had been installed along with long range communication and navigation radios. The pilot reported that when 85 miles from the departure airport, the right engine failed and he was unable to restart it. Power from the remaining engine was insufficient to maintain level flight at the overweight condition and the pilot permitted the aircraft to drift down until it was necessary to ditch in the ocean 28 miles offshore. The pilot had departed and returned to Hawaii twice previously. The first time he returned due to an oil leak on the left engine, and the second time because of a loose window. A mechanic who repaired the window reported that the left engine appeared to still be leaking oil. Both pilots told the FAA inspector that the oil leak had been repaired.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,700 hours in all; 15 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 5,400 as pilot in command; 4,300 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,074 hours
- Last inspection: annual inspection, January 31, 1997; 6 hours since
- Maximum gross weight: 7,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming TIO-540-J2BD (piston); 0 hours total
- Operator: Pilot Services Intl
The flight
- Departed from: ITO Hilo HI at 3:47 pm
- Destination: HWD Hayward CA
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 5 knots
- Visibility: 15 statute miles
- Sky: scat at 2,400 ft
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 pm from ITO, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.