Piper PA-44-180 accident near Livermore, California, May 30, 2003
On May 30, 2003 at about 6:05 pm local time, a Piper PA-44-180, registered N3060K, was substantially damaged in an accident near Livermore, California (Livermore Muni airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilots acceptance of a clearance meant for another aircraft. Contributing to the accident was the failure of departure controller to detect the pilot's incorrect read back and the controllers improper radio technique, which increased the chances of call sign confusion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2003 · about 6:05 pm local time
- Place
- Livermore, California · Livermore Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-44-180 · all PA-44-180s on the register
- Registration
- N3060K · no longer on the register · serial 44-7995210
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with trees and rising terrain while on an instrument flight plan and in communication with Air Traffic Control (ATC). The instrument rated certified flight instructor (CFII) and pilot under instruction executed the Livermore One standard instrument departure (SID) and were initially cleared to 4,000 feet when they were given a takeoff clearance. After being switched to departure frequency, the CFII called departure control but did not receive a response. A short time later the departure controller issued a clearance to another aircraft to maintain 2,000 feet and a heading of 010 degrees. The CFII acknowledged this clearance with his airplane's abbreviated call sign and complied with the instructions. The ATC controller did not detect the incorrect read back. The airplane was in instrument meteorological conditions and below the radar acquisition altitude. The CFII saw terrain and trees at wing level directly ahead through breaks in the clouds, took control of the airplane, and made a hard climbing right turn. The CFII then reported to ATC that they had a collision with terrain and were climbing to 3,000 feet. The ATC controller responded and cleared them to 5,000 feet, then further cleared the flight to another airport where a successful landing was accomplished. The left wing leading edge, left aileron and left engine nacelle sustained substantial impact damage. Audition of the recorded air/ground communications tapes disclosed that the pilot of N3060K exclusively used the abbreviated call sign of 60K when communicating with ATC and the ATC controller's annunciation of call signs were often abbreviated, spoken quickly, and difficult to understand.
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
Flight instructor
- 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: 563 hours in all; 426 in this make and model; 157 in the last 90 days; 74 in the last 30 days; 499 as pilot in command; 326 on instruments
- Last flight review: June 19, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 144 hours in all; 35 in this make and model; 67 in the last 90 days; 37 in the last 30 days; 65 as pilot in command; 126 on instruments
- Last flight review: May 13, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,129 hours
- Last inspection: 100-hour inspection, May 9, 2003; 35.7 hours since
- Maximum gross weight: 3,816 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-E1A6D (piston); 0 hours total
- Engine 2: Lycoming )-360 (piston); 0 hours total
- Operator: Airline Transport Professionals Corporation Of USA
The flight
- Departed from: KLVK Livermore CA at 7:00 pm
- Destination: SAC Sacramento CA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 800 ft
- Temperature: 55°F (13°C), dew point 52°F (11°C)
- Altimeter: 29.98 inHg
- Observation at 5:53 pm from KLVK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.