Piper PA-28-181 accident near Dublin, California, May 9, 1989
On May 9, 1989 at about 1:05 am local time, a Piper PA-28-181, registered N8078V, was destroyed in an accident near Dublin, California. It was a business flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT DECIDED TO CONTINUE VFR FLIGHT AFTER ENCOUNTERING INSTRUMENT METEOROLOGICAL CONDITIONS IN AN AREA OF RISING MOUNTAINOUS TERRAIN. FACTORS IN THIS ACCIDENT WERE THE PILOTS LACK OF EXPERIENCE AND HIS FAILURE TO OBTAIN A PREFLIGHT WEATHER BRIEFING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 1989 · about 1:05 am local time
- Place
- Dublin, California · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N8078V · registry record · serial 28-8090074
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT DID NOT OBTAIN A WEATHER BRIEFING PRIOR TO THIS CROSS COUNTRY FLIGHT. THE WEATHER INFORMATION AVAILABLE ESTABLISHED THAT COASTAL STRATUS CLOUDS WITH ACCOMPANYING COASTAL HILL MOUNTAIN OBSCUREMENT WAS FORECAST. ACCORDING TO THE OFFICIAL WEATHER REPORTS AND WITNESS OBSERVATIONS, THE ACCIDENT SITE WAS OBSCURED IN CLOUDS AT THE TIME OF THE CRASH. THE ACCIDENT SITE IS AT THE END OF A LONG NARROW VALLEY NEAR THE TOP OF A RIDGE LINE. AT DEPARTURE FROM HAYWARD, THE PILOT ORIGINALLY ASKED FOR A STRAIGHT OUT DEPARTURE, WHICH THE LOCAL CONTROLLER DENIED DUE TO A NOISE ABATEMENT PROCEDURE. THE PILOT THEN ACCEPTED A RIGHT CROSS WIND DEPARTURE. THE ENTERANCE TO THE NARROW VALLEY IS IN CLOSE PROXIMITY TO A RIGHT CROSS WIND DEPARTURE PATH. AT THE TIME OF THE AIRCRAFT'S DEPARTURE, THE AIRPORT WEATHER CONDITIONS WERE CEILING 1,000 FEET, VISIBILITY 10 MILES. SIX MINUTES AFTER THE FLIGHT DEPARTED, THE AIRPORT WENT IFR WITH A 900 FOOT CEILING.
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: 142 hours in all; 31 in this make and model; 2 in the last 90 days; 1 in the last 30 days; 103 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,363 hours
- Last inspection: 100-hour inspection, April 25, 1989; 22 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Operator: Capitol Sky Park, INC.
The flight
- Departed from: HWD Hayward CA
- Destination: SAC Sacramento CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast; not recorded
- Temperature: 57°F (14°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 1:07 am from HWD, 8 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.