Piper PA-44-180 accident near Cahokia, Illinois, February 8, 2008
On February 8, 2008 at about 1:54 am local time, a Piper PA-44-180, registered N554PC, was substantially damaged in an accident during approach (VFR go-around) near Cahokia, Illinois (St. Louis Downtown Airport). It was an instructional 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 flight instructor's failure to correct for proper runway alignment during final approach and his failure to maintain aircraft control during his subsequent go-around. Contributing to the accident was the dual-student's failure to properly align with the runway centerline during final approach and the dark night.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2008 · about 1:54 am local time
- Place
- Cahokia, Illinois · St. Louis Downtown Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180 · all PA-44-180s on the register
- Registration
- N554PC · no longer on the register · serial 4496073
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After completing several practice instrument approaches at night, the flight crew decided to finish the flight with a simulated single-engine approach and landing. The simulated right engine failure was accomplished using the manufacturer's recommended procedures. The flight crew was cleared for the instrument landing system (ILS) runway 30L approach, circle-to-land on runway 12R. The dual-student flew the instrument approach to the minimum descent altitude and then circled to the south to join the right downwind for runway 12R. The dual-student climbed to traffic pattern altitude while on downwind and extended the landing gear when abeam the touchdown point. When the airplane turned onto final approach, it was slightly above the glide slope, at 90 knots, and left of the extended runway centerline. When the airplane was on 1/4 mile final for the runway, it was on glide slope and fully configured for landing. At this time, the airplane was still left of the extended centerline, approximately aligned with the runway edge lighting. About 20-30 feet above ground level, the dual-student banked the airplane about 10-15 degrees to the right. The flight instructor stated that the student's actions made him uncomfortable, given the proximity to the ground. He assumed control of the airplane and initiated a go-around. The airplane yawed and banked to the left as he advanced the engine throttles and pitched up for the go-around. His corrective flight control inputs were ineffective, and the airplane impacted left-wing low in the grass area off the left side of the runway. No flight control anomalies were noted during a post-accident 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
What happened, in order
- Loss of control in flight during approach (VFR go-around) defining event
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR go-around)
The NTSB's findings
- factor Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Not specified
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Flight instructor
- Certificate: 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: 746 hours in all; 97 in this make and model; 82 in the last 90 days; 26 in the last 30 days; 693 as pilot in command; 418 on instruments
- Last flight review: September 1, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 182 hours in all; 32 in this make and model; 12 in the last 90 days; 6 in the last 30 days; 62 as pilot in command
- Last flight review: May 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,742 hours
- Last inspection: 100-hour inspection, November 1, 2007
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1H6 (piston); 0 hours total
- Engine 2: Lycoming LO-360-A1H6 (piston); 0 hours total
The flight
- Departed from: CPS Cahokia IL
- Destination: CPS Cahokia IL
- Flight plan: none
- Runway 12R, 6,997 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 140° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft
- Temperature: 36°F (2°C), dew point 28°F (-2°C)
- Altimeter: 29.94 inHg
- Observation at 1:52 am from CPS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.