Piper PA-32R-301 accident near Dayton Valley, Nevada, November 1, 2000
On November 1, 2000 at about 1:46 am local time, a Piper PA-32R-301, registered N8139A, was substantially damaged in an accident near Dayton Valley, Nevada (Dayton Valley Airpark airport). It was a business 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 pilot's failure to attain a proper glide path during the final approach resulting in an undershoot of the runway. Factors were the lack of runway lights and night lighting condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 2000 · about 1:46 am local time
- Place
- Dayton Valley, Nevada · Dayton Valley Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301 · all PA-32R-301s on the register
- Registration
- N8139A · no longer on the register · serial 32R801013040
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While attempting to land, the airplane collided with desert brush short of the runway shearing off the nose landing gear, damaging both wings, and twisting the fuselage. Arrival at the airport was after sunset. The airport does not have runway lights available for night flights. The pilot indicated that he oriented himself to the runway utilizing the surrounding ground lighting and lights from the company's open hangar. On final approach during the first landing, the pilot initiated a go-around because he was not set up properly and did not like the visual reference of the approach. On the second approach he lined up with what he believed was the centerline of the runway. He looked down to verify that the landing gear extended lights were illuminated. When he looked back outside, his vision was obscured. Another go-around was initiated; however, the airplane touched down. The pilot heard a loud noise and then saw the desert brush. The pilot reported there were no mechanical anomalies with the airplane. Official sunset was at 1703.
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: 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: 6,185 hours in all; 152 in this make and model; 101 in the last 90 days; 46 in the last 30 days; 5,967 as pilot in command; 1,601 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, August 19, 2000
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K165D (piston); 0 hours total
The flight
- Departed from: RDD Redding CA
- Destination: A34
- Runway 23, 5,351 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: from 330° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 15,000 ft
- Temperature: 117°F (47°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 1:56 am from RNO, 21 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.