Piper PA-28-181 accident near Palmdale, California, February 2, 2004
On February 2, 2004, a Piper PA-28-181, registered N4861F, was substantially damaged in an accident near Palmdale, California (Auga Dulce Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2004
- Place
- Palmdale, California · Auga Dulce Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N4861F · no longer on the register · serial 28-7790068
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with power lines during a forced landing following a loss of engine power. After about 2 hours 40 minutes of flight, the pilot retarded the throttle to begin his descent into an airport where he planned to refuel. The engine immediately lost power, and he felt roughness and a vibration. He turned the electric fuel boost pump on, and switched fuel tanks. The engine continued to sputter. He could not make a nearby airfield, and set up to land on a road. The airplane collided with power lines on the way down and the rudder separated from the airplane. The pilot was able to land on the road and then collided with multiple obstacles during the ground roll. Examination revealed that the fuel selector valve was on the right tank. The left fuel tank did not sustain mechanical damage, but the right tank was ruptured. There was about 1 quart of fuel in the left tank. There was about 50 milliliters of fuel in the gascolator and the carburetor contained about 75 milliliters of fuel. Fuel was added to the airplane and the engine was test run using the airplane systems. The engine started immediately. There were no leaks, and the engine did not hesitate, sputter, or backfire.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,800 hours in all; 1,300 in this make and model; 6 in the last 90 days; 1 in the last 30 days; 1,600 as pilot in command; 190 on instruments
- Last flight review: September 1, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,126.1 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: IFP Bullhead City AZ at 9:45 pm
- Destination: L70 Agua Dulce CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 21°F (-6°C)
- Altimeter: 29.98 inHg
- Observation at 11:53 pm from PMD, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.