Piper PA-46 accident near Long Beach, California, November 30, 1987
On November 30, 1987 at about 2:43 am local time, a Piper PA-46, registered N4369V, was destroyed in an accident near Long Beach, California (Long Beach airport). It was an instructional flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
PILOT'S FAILURE TO LAND THE AIRCRAFT AFTER EXPERIENCING THE PILOT'S FAULTY DECISION WAS HIS PREVIOUS EXPERIENCE WITH A GEAR UP LANDING A COUPLE OF YEARS BEFORE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 1987 · about 2:43 am local time
- Place
- Long Beach, California · Long Beach · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46 · all PA-46s on the register
- Registration
- N4369V · no longer on the register · serial 46-8408076
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE RETURN FLIGHT TO SAN JOSE AND SUBSEQUENT DESCENT AND APPROACH TO THE LONG BEACH AIRPORT, THE TWO PILOTS EXPERIENCED, IN SUCCESSION, A FAILURE OF THE TURBOCHARGER SYSTEM, LOSS OF AN ALTERNATOR, LOSS OF ENGINE OIL PRESSURE, AN UNSAFE LANDING GEAR INDICATION, AND AN IN-FLIGHT FIRE FOLLOWED BY THE LOSS OF ENGINE POWER DURING A NIGHT TIME CIRCLING APPROACH TO AN UNFAMILIAR AIRPORT IN VISUAL METEOROLOGICAL CONDITIONS. THE AIRCRAFT CRASHED ONTO THE SOUTHBOUND LANES OF THE SAN DIEGO FREEWAY AT LONG BEACH AFTER MAKING A FLYBY OF THE TOWER TO CONFIRM THE LANDING GEAR POSITION. THE INVESTIGATION REVEALED AN IMPROPERLY INSTALLED TURBOCHARGER, A CRACKED MANIFOLD EXHAUST, A BURNED MAIN POWER LEAD, A SEPARATED CYLINDER, AND A LOW FLUID LEVEL IN THE HYDRAULIC RESERVOIR. TWO YEARS PRIOR TO THIS ACCIDENT, THE INSTRUCTOR PILOT MADE AN UNINTENTIONAL GEAR UP LANDING IN ANOTHER ACFT. ONE YEAR PRIOR TO THIS ACCIDENT THE FAA REVOKED THE MECHANIC'S INSPECTION AUTHORIZATION.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 4,782 hours in all; 237 in this make and model; 4,656 as pilot in command; 2,531 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, September 22, 1987
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSI0-520-BE1 (piston); 0 hours total
- Fire in flight and on the ground
- Operator: Million Air
The flight
- Departed from: CRQ Carlsbad CA at 1:52 am
- Destination: SJC San Jose CA
- Flight plan: IFR
- Runway 30, 10,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 2:48 am from LGB, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.