Piper PA32-301T accident near Van Nuys, California, July 20, 1992
On July 20, 1992 at about 1:35 am local time, a Piper PA32-301T, registered N83211, was substantially damaged in an accident near Van Nuys, California (Van Nuys 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
AN ON GROUND COLLISION WITH TERRAIN SUBSEQUENT TO AN ENGINE FAILURE FOR UNDETERMINED REASONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1992 · about 1:35 am local time
- Place
- Van Nuys, California · Van Nuys · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32-301T · all PA32-301Ts on the register
- Registration
- N83211 · no longer on the register · serial 32-8124006
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT WHILE ON THE DOWNWIND LEG THE AIRPLANE SUSTAINED A TOTAL LOSS OF POWER. THE PILOT'S ATTEMPTS TO RESTART THE ENGINE WERE UNSUCCESSFUL AND HE EXECUTED AN EMERGENCY LANDING TO THE RUNWAY. IN ORDER TO NEGOTIATE THE AIRPORT THE PILOT ANGLED TOWARDS THE RUNWAY. AFTER TOUCH DOWN THE PILOT WAS UNABLE TO ALIGN THE AIRPLANE WITH THE RUNWAY AND EXITED THE RUNWAY AND COLLIDED WITH THE VISUAL APPROACH SLOPE INDICATOR LIGHTS BEFORE STOPPING. THE OPERATOR OPERATED THE ENGINE, SHORTLY AFTER THE ACCIDENT BUT COULD NOT RECALL IF THE FUEL SELECTOR VALVE WAS PROPERLY SELECTED TO A FUEL TANK. THE ACCIDENT WAS INITIALLY REPORTED AS AN INCIDENT. FURTHER EXAMINATION OF THE ENGINE DISCLOSED NO EVIDENCE OF ANY PREEXISTING MALFUNCTIONS OR FAILURES AND THE CAUSE OF THE LOSS OF POWER COULD NOT BE DETERMINED.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,050 hours in all; 2 in this make and model; 45 in the last 90 days; 10 in the last 30 days; 918 as pilot in command; 482 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,227 hours
- Last inspection: 100-hour inspection, November 8, 1991
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TSIO-540-S1AD (piston); 0 hours total
- Operator: Feverhelm Transportation, INC
The flight
- Departed from: AVX Avalon CA at 1:00 am
- Flight plan: none
- Runway 16, 8,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 7 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
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.
Other NTSB records under N83211 the same tail number, which may have belonged to a different aircraft at the time
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.