Piper PA-31-350 accident near Clinton, Missouri, May 6, 1983
On May 6, 1983 at about 11:20 pm local time, a Piper PA-31-350, registered N278MW, was substantially damaged in an accident near Clinton, Missouri (Clinton Memorial airport). It was a business flight under general aviation rules (Part 91). 3 people had minor injuries. 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
- May 6, 1983 · about 11:20 pm local time
- Place
- Clinton, Missouri · Clinton Memorial · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N278MW · no longer on the register · serial 31-7952004
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE CRUISING AT 8,500 FT THE PAX IN THE RIGHT SEAT NOTICED THAT THE OIL FILLER ACCESS DOOR ON TOP OF THE RIGHT ENG WASOPEN & OIL WAS LEAKING. THE PLT CHECKED THE ENG INSTRUMENTS & THE ONLY ABNORMAL READING WAS A LOW MANIFOLD PRESSURE READING ON THE LEFT ENG. THE PLT ELECTED TO MAKE A PRECAUTIONARY LANDING AT CLINTON. THE PLT STATED THAT WHILE IN THE TRAFFIC PATTERN HE HEARD THE LEFT ENG CUTTING OUT. REMEMBERING THE EARLIER INDICATION O LOW MP ON THE LEFT ENG, HE THOUGHT THE LEFT ENG WAS FAILING & FEATHERED THE LEFT PROP. HE RETRACTED GEAR & FLAPS, BUT THE RIGHT ENG WOULD NOT PRODUCE ENOUGH POWER & THE ACFT CRASH LANDED IN A WHEAT FIELD. EXAM OF THE RIGHT ENG REVEALED A FATIGUE FAILURE OF THE #4 CYL. INITIATION HAD OCCURRED AT PRE-EXISTING SHARP-BOTTOMED DENTS IN THE TWO CRACKED FINS WITH PROPAGATION TOWARD & INTO THE CYL. THE LEFT ENG WAS RUN & THE ONLY DEFICIENCY NOTED WAS THAT THE ENG RAN RICHER THAN NORMAL AT LOW POWER SETTINGS.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,631 hours in all; 44 in this make and model; 101 in the last 90 days; 3,580 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,484 hours
- Last inspection: annual inspection, August 9, 1982; 158 hours since
- Maximum gross weight: 7,000 lb
- Seats: 8
- Landing gear: retractable
- Engine: Lycoming LTIO-540-J2BD (piston); 0 hours total
The flight
- Departed from: SGF Springfield MO at 11:00 pm
- Destination: MKC Kansas City MO
- Flight plan: none
- Runway 22, 2,800 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 22 knots, gusting 30
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 50°F (10°C)
- Observation at 11:00 pm from SZL, 23 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.