Piper PA-18-150 accident near Avenal, California, August 25, 2003
On August 25, 2003 at about 8:35 pm local time, a Piper PA-18-150, registered N2567L, was substantially damaged in an accident near Avenal, California (Private Airstrip airport). It was a personal 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 maintain directional control during a precautionary landing. The reason for the partial loss of engine power was undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 2003 · about 8:35 pm local time
- Place
- Avenal, California · Private Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N2567L · registry record · serial 18-8109014
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane veered off the runway and nosed over during a precautionary landing at a private airstrip. The landing was precipitated by a partial loss of engine power. The pilot stated that 5 minutes after departure, at an altitude of 500 feet, he heard "a loud noise" from the engine with an ensuing reduction in power. By manipulating the carburetor heat control he regained some power. He landed at the first available landing site, which was a small private airstrip. During the landing roll the airplane veered right, the pilot corrected to the left, and the airplane departed the runway and into soft ground on the left side of the airstrip. The airplane nosed over onto its back. Meteorological data recorded at the nearest reporting station at the approximate time of the accident show that the temperature was 95 degrees Fahrenheit, with a dew point of 60 degrees Fahrenheit. A standard carburetor icing chart indicated that at those temperature and dew point levels, light carburetor icing was possible when in the glide or cruise power configurations. Under the supervision of a FAA inspector, an Airframe & Powerplant mechanic examined the engine and found no anomalies. The mechanic was then able to start the engine and achieved 800-900 rpm before shutting the engine down due to vibrations caused by the bent propeller.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,010 hours in all; 300 in this make and model; 47 in the last 90 days; 13 in the last 30 days
- Last flight review: April 13, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 985.2 hours
- Last inspection: annual inspection; 18.9 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: L84 Lost Hills CA at 8:30 pm
- Destination: Kettleman City CA
- Flight plan: none
- Runway 36
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 59°F (15°C)
- Altimeter: 29.88 inHg
- Observation at 9:54 pm from KL45, 38 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.