Piper PA-28R-200 accident near Avalon, California, September 15, 1992
On September 15, 1992 at about 7:00 pm local time, a Piper PA-28R-200, registered N33SM, was substantially damaged in an accident near Avalon, California. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S INTENTIONAL FLIGHT AT AN ALTITUDE WHICH PROVIDED INSUFFICIENT CLEARANCE FROM THE WATER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 1992 · about 7:00 pm local time
- Place
- Avalon, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N33SM · no longer on the register · serial 28R-35234
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DAMAGE TO THE AIRCRAFT FIREWALL, PROPELLER AND OTHER EXTERNAL STRUCTURES WAS REPORTED BY THE CATALINA AIRPORT ASST MANAGER SUBSEQUENT TO THE AIRCRAFT LANDING AT THE ISLAND. THE PILOT TOLD THE AIRPORT MANAGER THAT WHILE ENROUTE BETWEEN THE MAINLAND AND THE ISLAND HIS ENGINE QUIT, AND, JUST BEFORE IMPACT WITH THE OCEAN, HE WAS ABLE TO GET THE ENGINE RESTARTED. THE PILOT REPORTEDLY SAID THAT THE NOSE GEAR HIT THE WATER DURING THE EVENT. THE PILOT, AN ITALIAN NATIONAL, DID NOT REPORT THE ACCIDENT TO THE FAA, THE SAFETY BOARD OR THE FBO WHERE THE AIRCRAFT WAS RENTED AND IMMEDIATELY RETURNED TO ITALY. AFTER THE AIRPLANE LANDED, AIRPORT EMPLOYEES OBSERVED THE PILOT POUR A HANDFUL OF DIRT INTO THE OIL FILLER TUBE. AN FAA AIRWORTHINESS INSPECTOR EXAMINED THE AIRCRAFT. HE REPORTED THAT THE TIPS OF BOTH PROPELLER BLADES WERE BENT SYMMETRICALLY BACK AT 45 DEGREE ANGLES WITHOUT LEADING EDGE DAMAGE OR CORDWISE SCRATCHES. THE BOTTOM PART OF THE FIREWALL WAS BENT AFT AND UPWARD CRUSH DAMAGE WAS OBSERVED ON THE BOTTOM OF THE ENGINE COWL. THE ENTRY STEP WAS RIPPED FROM THE AIRCRAFT AND THE LOWER ROTATING BEACON WAS FOUND PUSHED UP THROUGH THE FUSELAGE SKIN PANEL. OTHER EXTERNAL AND INTERNAL WATER DAMAGE WAS ALSO NOTED.
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: 175 hours in all; 30 in this make and model; 120 in the last 90 days; 60 in the last 30 days; 140 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,697 hours
- Last inspection: approved inspection programme, September 11, 1992; 10 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
- Operator: Air Desert Pacific Corporation
The flight
- Departed from: POC La Verne CA at 5:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: dawn
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
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.