Piper PA-32R-300 accident near Essex, California, March 9, 2001
On March 9, 2001 at about 5:50 pm local time, a Piper PA-32R-300, registered N1965H, was destroyed in an accident near Essex, California. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Rupture of the fuel injection flow divider diaphragm due to improper manufacture of the raw material stock from which the diaphragm was fabricated. The diaphragm tear resulted in complete engine power loss, which required the pilot to descend into an undercast. The undercast obscured the mountain, which the airplane impacted. A factor in the accident was the manufacturer's inadequate quality control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 2001 · about 5:50 pm local time
- Place
- Essex, California · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N1965H · registry record · serial 32R7780211
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane did not return to the departure airport and an ELT signal directed searchers to the wreckage. The airplane had impacted a steep rock face near the top of a 4,900-foot mountain. Witnesses reported that, about the time of the accident, the mountain tops in the area were obscured in clouds above about 4,000 feet. The wreckage showed the airplane had "pancaked" against the side of the mountain while in a 45-degree left bank. Both communication radios were tuned to the emergency frequency. During the wreckage examination, the fuel injection flow divider diaphragm was found to have a tear in it. A tear in the diaphragm during flight would cause the engine to abruptly and completely cease operating. Examination of the diaphragm revealed that the Dacron fabric was not centered in the elastomer as called for in the manufacturer's drawing. The lack of centering in the elastomer led to micro buckling failure of the Dacron fibers due to tensile fatigue.
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: 13,000 hours in all; 250 in the last 90 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,928 hours
- Last inspection: annual inspection, January 1, 2001; 193 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: AO9 Bullhead City AZ at 5:30 pm
- Destination: Unknown
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,500 ft
- Temperature: 64°F (18°C), dew point 30°F (-1°C)
- Altimeter: 29.90 inHg
- Observation at 5:56 pm from EED, 29 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.
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.