Piper PA-32R-301T accident near Truckee, California, August 12, 1995
On August 12, 1995 at about 8:18 pm local time, a Piper PA-32R-301T, registered N8386H, was substantially damaged in an accident near Truckee, California (Truckee-Tahoe airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A FAILURE IN THE AIRCRAFT ELECTRICAL SYSTEM, AND THE PILOT'S FAILURE (OR INABILITY) TO EXTEND THE LANDING GEAR WITH THE EMERGENCY EXTENSION SYSTEM. A FACTOR RELATING TO THE ACCIDENT WAS: THE PILOT'S DECISION TO CONTINUE THE FLIGHT WITH A KNOWN DEFICIENCY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1995 · about 8:18 pm local time
- Place
- Truckee, California · Truckee-Tahoe
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301T PA-32R-301 · all PA-32R-301Ts on the register
- Registration
- N8386H · registry record · serial 32R-8129067
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE'S COURTESY LIGHT WAS LEFT ON, DEPLETING BATTERY POWER. THE PILOT STARTED THE ENGINE USING EXTERNAL POWER. THE AIRPLANE'S ELECTRICAL SYSTEM INDICATED THE ALTERNATOR WAS CHARGING THE BATTERY DURING THE ENGINE RUN-UP. THE PILOT DEPARTED WITH THE BATTERY STILL CHARGING. ABOUT 200 FEET ABOVE THE GROUND, WHILE THE GEAR MOTOR WAS RETRACTING THE LANDING GEAR, THE ELECTRICAL RADIO EQUIPMENT FLASHED ON AND OFF. THE PILOT RECYCLED THE MASTER SWITCH AND SMELLED SOMETHING BURNING. HE ELECTED TO CONTINUE THE APPROXIMATE 1 HOUR FLIGHT TO HIS DESTINATION WITHOUT ELECTRICAL POWER. WHILE EN ROUTE, THE PILOT ENCOUNTERED TURBULENCE, SLOWED THE AIRPLANE, AND MANUALLY LOWERED THE LANDING GEAR. HE TURNED ON THE MASTER SWITCH FOR THE LANDING, AND THE SMELL RETURNED. THE PILOT LANDED THE AIRPLANE WITHOUT ELECTRICAL POWER AND WAS UNABLE TO DETERMINE IF THE LANDING GEAR WAS SAFE. DURING TOUCHDOWN, THE RIGHT MAIN LANDING GEAR COLLAPSED, AND THE AIRPLANE VEERED OFF THE RIGHT SIDE OF THE RUNWAY.
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; instrument: airplane
- Flight time: 968 hours in all; 695 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 968 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,347 hours
- Last inspection: annual inspection, April 12, 1995; 41 hours since
- Maximum gross weight: 6,500 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: SJC San Jose CA at 7:15 pm
- Destination: TRK
- Flight plan: none
- Runway 28, 7,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 11 knots, gusting 18
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 8:18 pm from TRK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.