Piper PA-22-108 accident near Oceanside, California, October 29, 1990
On October 29, 1990 at about 6:36 am local time, a Piper PA-22-108, registered N5052Z, was destroyed in an accident near Oceanside, California (Oceanside Muni airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT INITIATING AN INSTRUMENT FLIGHT WITHOUT OPERATING AIR/GROUND COMMUNICATIONS EQUIPMENT, AND HIS FAILURE TO MAINTAIN ADEQUATE TERRAIN CLEARANCE AFTER APPARENTLY DECIDING TO RETURN TO THE AIRPORT. FACTORS CONTRIBUTING TO THE ACCIDENT WERE INOPERATIVE COMMUNICATIONS EQUIPMENT RESULTING IN THE PILOT'S INABILITY TO ESTABLISH COMMUNICATION WITH ATC, ADVERSE WEATHER CONDITIONS, AND THE DARK NIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1990 · about 6:36 am local time
- Place
- Oceanside, California · Oceanside Muni · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-22-108 · all PA-22-108s on the register
- Registration
- N5052Z · no longer on the register · serial 228676
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD LANDED AT OCEANSIDE EARLIER IN THE DAY. THE PILOT HAD REMARKED THAT THE AIRPLANE'S COMM RADIO WAS INOPERATIVE AND THAT HE WAS USING A PORTABLE TRANSCEIVER TO COMMUNICATE WITH ATC. AFTER LEAVING THE AIRPORT FOR DINNER, THE PILOT ALSO REMARKED THAT HE HAD LEFT THE TRANSCEIVER 'ON' AND THAT HE WAS CONCERNED ABOUT THE RADIO'S BATTERY CHARGE. AT 2130 THE PILOT AND HIS FAMILY WAS DRIVEN BACK TO THE AIRPORT FOR DEPARTURE. THE PILOT CONTACTED FSS BY TELEPHONE FOR A WEATHER BRIEFING AND TO FILE A FLIGHT PLAN. THE PILOT DID NOT CONTACT ATC AFTER TAKEOFF. THE WRECKAGE WAS LOCATED IN A CANYON 1/2 MILE NORTH OF THE AIRPORT. ON-SCENE EVIDENCE DISCLOSED THAT THE AIRPLANE INITIALLY STRUCK A RIDGE WHILE IN A RIGHT WING LOW, NOSE-DOWN ATTITUDE ON A HEADING OF 080 DEGREES. THIS IS CONSISTENT WITH A COURSE REVERSAL IMMEDIATELY AFTER TAKEOFF.
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: 834 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 1,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-235-C1B (piston); 0 hours total
- Fire on the ground
The flight
- Destination: CMA Camarillo CA
- Flight plan: IFR
- Runway 24, 3,061 ft by 75 ft
Weather at the time
- Light: night, dark
- Wind: from 360° at 3 knots
- Sky: broken clouds at 100 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 10:39 pm from NFG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.