Piper PA-28-140 accident near Livermore, California, November 4, 2000
On November 4, 2000 at about 8:01 pm local time, a Piper PA-28-140, registered N9986W, was substantially damaged in an accident near Livermore, California (Livermore Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's lack of familiarity with the airplane's fuel system. This lead to the pilot inadvertently switching the fuel selector handle to the "OFF" position and subsequently to a loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 4, 2000 · about 8:01 pm local time
- Place
- Livermore, California · Livermore Municipal · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N9986W · no longer on the register · serial 28-23534
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After making a forced landing in an open field due to a loss of engine power, the airplane sustained substantial damage when it collided with a berm. The purpose of the flight was for the first pilot to gain more experience flying the airplane, as he was not familiar with it. He had asked one of the part owners of the airplane to act as his safety pilot during the flight because he was going to practice IFR procedures. During an ILS-localizer approach, the first pilot inadvertently switched the fuel selector handle to the "OFF" position. The engine lost power. The first pilot was unable to move the fuel selector back to its original position. The safety pilot took control of the airplane, declared an emergency, and landed the airplane. The first pilot informed the responding police officer that he believed the fuel selector positions were "LEFT-OFF-RIGHT." The actual positions of the fuel selector were "OFF-LEFT-RIGHT." The officer observed the fuel selector handle pointing towards the "OFF" position. The fuel selector handle was examined. It was difficult to move, as if there was not enough lubrication on it, but it functioned properly.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 384 hours in all; 6 in this make and model; 2 in the last 90 days; 300 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 8, 2000
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: CCR Concord CA at 7:30 pm
- Destination: LVK
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 156°F (69°C), dew point 108°F (42°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from LVK, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.