Piper PA-28-161 accident near Upland, California, August 28, 1983
On August 28, 1983 at about 3:27 am local time, a Piper PA-28-161, registered N47980, was substantially damaged in an accident near Upland, California (Cable airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 28, 1983 · about 3:27 am local time
- Place
- Upland, California · Cable · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N47980 · no longer on the register · serial 28-7816177
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT REPORTED THAT THE ACFT HAD AN ALTERNATOR FAILURE IN THE VICINITY OF CAJON PASS. HE REQUESTED & WAS PROVIDED RADAR VECTORS TOWARD THE RIALTO MUNI ARPT. HOWEVER, THE PLT SAW CABLE ARPT, APRX 14 MI WEST OF RIALTO, & THOUGHT IT WAS RIALTO MUNI. REPORTEDLY, THE PLT REDUCED HIS ELECTRICAL LOAD TO CONSERVE BATTERY POWER & HAD THE FRONT SEAT PASSENGER HOLD A FLASHLIGHT ON HIS INSTRUMENTS. DURING HIS APCH TO THE CABLE ARPT (WHICH HE THOUGHT WAS RIALTO MUNI), HE HEARD A CESSNA BROADCASTING THAT HE WAS ON FINAL AT RIALTO. WHEN THE PLT (OF N47980) COULD NOT SEE THE OTHER ACFT, HE DECIDED TO TURN ON THE ANTI-COLLISION LIGHT. HE REPORTED THAT THE FLASHLIGHT BEAM WAS REMOVED FROM HIS AIRSPEED INDICATOR AT A CRITICAL TIME ON FINAL APCH, CAUSING CONFUSION IN THE COCKPIT. SUBSEQUENTLY, THE ACFT WAS LANDED WITH EXCESSIVE AIRSPEED, OVERRAN THE RWY & EXPERIENCED AN ON-GROUND COLLISION WITH TERRAIN.
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
- Flight time: 370 hours in all; 310 in this make and model; 27 in the last 90 days; 27 in the last 30 days; 310 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,540 hours
- Last inspection: annual inspection, January 7, 1983; 74 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
The flight
- Departed from: EKO Elko NV at 10:57 pm
- Destination: L66 Corona CA
- Flight plan: VFR
- Runway 24, 3,785 ft by 75 ft
Weather at the time
- Light: night, bright
- Wind: from 240° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 3:45 am from ONT, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.