Piper PA-28-235 accident near Amistad, New Mexico, May 30, 2008
On May 30, 2008 at about 4:50 pm local time, a Piper PA-28-235, registered N9122W, was substantially damaged in an accident during enroute (cruise) near Amistad, New Mexico (Rosebud airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel starvation while in cruise flight. Contributing to the accident were incorrect maintenance, the fuel selector movement was impeded and a plowed field.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2008 · about 4:50 pm local time
- Place
- Amistad, New Mexico · Rosebud · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-235 · all PA-28-235s on the register
- Registration
- N9122W · no longer on the register · serial 28-10738
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight the engine experienced a total loss of power. The pilot attempted an engine restart, but could not restore engine power. The pilot then elected to perform a forced landing to a plowed field. Upon touchdown, the gear contacted ruts in the ground resulting in a collapse of the landing gear. An examination of the airplane revealed that the housing encasing the fuel selector had been recently replaced with an incorrect housing which impeded movement of the fuel selector to all fuel tanks. The pilot reported that post-maintenance test flights did not detect the incorrect installation.
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
- Fuel starvation during enroute (cruise)
- Loss of engine power (total) during enroute (cruise) defining event
- Landing gear collapse during landing
The NTSB's findings
- factor Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › (general) › Contributed to outcome
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Inoperative
- cause Personnel issues › Task performance › Maintenance › Replacement › Maintenance personnel
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 1,233 hours in all; 590 in this make and model; 8 in the last 90 days; 8 in the last 30 days
- Last flight review: July 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,310.9 hours
- Last inspection: annual inspection, May 1, 2008
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-B4B5 (piston); 0 hours total
The flight
- Departed from: LRU Las Cruces NM at 2:30 pm
- Destination: DHT Dalhart TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 9 knots, gusting 22
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 16°F (-9°C)
- Altimeter: 29.98 inHg
- Observation at 4:53 pm from TCC, 46 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 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.