Piper PA-28-140 and Piper PA-46-310P accident near Van Nuys, California, October 13, 2001
On October 13, 2001 at about 2:28 am local time, 2 aircraft, Piper PA-28-140 (N15831) and Piper PA-46-310P (N4BP), were involved in the same accident near Van Nuys, California (Van Nuys airport). 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 failure of the air traffic controller to provide effective separation on the runway surface as specified in FAA Order 7110.65, Paragraph 3-9-6.
The failure of the air traffic controller to provide effective separation on the runway surface as specified in FAA Order 7110.65, Paragraph 3-9-6.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 13, 2001 · about 2:28 am local time
- Place
- Van Nuys, California · Van Nuys · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N15831 · no longer on the register · serial 28-7325174
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N4BP · no longer on the register · serial 46-8408065
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-28-140 final · quoted from the NTSB record
A Piper Malibu, piloted by a private pilot, and a Piper Cherokee airplane, piloted by a student pilot on his third solo flight, collided on runway 16R at Van Nuys Airport, which is served by an air traffic control tower. The Cherokee was preparing for takeoff, and had been cleared to taxi into position and hold on the runway. The Malibu was on a visual approach and had been cleared to land on runway 16R. According to the Malibu pilot, during the landing roll he encountered the Cherokee on the runway despite his clearance to land. The accident occured shortly after sunset. During an interview with the air traffic controller (LC1) who was handling the aircraft, he indicated that he had instructed the Malibu to make a left base for runway 16R after the pilot made initial contact with the control tower. He then cleared a Hawker jet on final to land. The Cherokee pilot radioed that he was ready for departure when the Hawker jet on short final, and he instructed the pilot to hold short. According to LC!, as the Hawker jet rolled past intersection 13, the Cherokee was cleared into position and he advised the pilot of the position of the Malibu. He then observed the Cherokee. He did not clear the Cherokee for takeoff, but instructed the Cessna to follow the Malibu. LC1 was checking for extended landing gear o the Cessna on final, when someone shouted "You got a guy at 13. He said no one had mentioned the Cherokee prior to the accident. According to LC1, he believes this accident is the result of the human error, a lapse of memory and scanning. He acknowledged that he did not remember the Cherokee (holding) in position and hold on the runway. The investigation revealed an obstructed view of from the LC1 workstation. FAA Order 7110.65, para. 2-9-4(f) states: Do not authorize an aircraft to taxi into position and hold at an intersection between and sunrise or anytime when the intersection is not visible.
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 NTSB's narrative for the Piper PA-46-310P final · quoted from the NTSB record
A Piper Malibu, piloted by a private pilot, and a Piper Cherokee airplane, piloted by a student pilot on his third solo flight, collided on runway 16R at Van Nuys Airport, which is served by an air traffic control tower. The Cherokee was preparing for takeoff, and had been cleared to taxi into position and hold on the runway. The Malibu was on a visual approach and had been cleared to land on runway 16R. According to the Malibu pilot, during the landing roll he encountered the Cherokee on the runway despite his clearance to land. The accident occured shortly after sunset. During an interview with the air traffic controller (LC1) who was handling the aircraft, he indicated that he had instructed the Malibu to make a left base for runway 16R after the pilot made initial contact with the control tower. He then cleared a Hawker jet on final to land. The Cherokee pilot radioed that he was ready for departure when the Hawker jet on short final, and he instructed the pilot to hold short. According to LC!, as the Hawker jet rolled past intersection 13, the Cherokee was cleared into position and he advised the pilot of the position of the Malibu. He then observed the Cherokee. He did not clear the Cherokee for takeoff, but instructed the Cessna to follow the Malibu. LC1 was checking for extended landing gear o the Cessna on final, when someone shouted "You got a guy at 13. He said no one had mentioned the Cherokee prior to the accident. According to LC1, he believes this accident is the result of the human error, a lapse of memory and scanning. He acknowledged that he did not remember the Cherokee (holding) in position and hold on the runway. The investigation revealed an obstructed view of from the LC1 workstation. FAA Order 7110.65, para. 2-9-4(f) states: Do not authorize an aircraft to taxi into position and hold at an intersection between and sunrise or anytime when the intersection is not visible.
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 for the Piper PA-28-140 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Flight time: 50 hours in all; 50 in this make and model; 15 in the last 90 days; 2 in the last 30 days
- Medical certificate: Class 3
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: 100-hour inspection, September 25, 2001
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Blue Skies Aviation
The flight
- Departed from: VNY Van Nuys CA at 11:28 pm
- Flight plan: none
- Runway 16R, 8,001 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 110° at 6 knots
- Visibility: 4 statute miles
- Sky: scat at 2,000 ft
- Temperature: 79°F (26°C), dew point 46°F (8°C)
- Altimeter: 29.93 inHg
- Observation at 2:38 am from VNY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Piper PA-46-310P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land
- Flight time: 990 hours in all; 109 in this make and model; 990 as pilot in command
- Last flight review: June 13, 2000
- Medical certificate: Class 3 (expired)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,300 hours
- Last inspection: annual inspection, April 20, 2000; 200 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550 (piston); 0 hours total
The flight
- Departed from: WHP Los Angeles CA at 1:15 am
- Destination: VNY Van Nuys CA
- Flight plan: none
- Runway 16R, 8,001 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.