Piper PA-30B accident near Camarillo, California, November 20, 1998
On November 20, 1998 at about 10:01 pm local time, a Piper PA-30B, registered N7933Y, was substantially damaged in an accident near Camarillo, California (Camarillo airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control and the flight instructor's inadequate supervision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 20, 1998 · about 10:01 pm local time
- Place
- Camarillo, California · Camarillo · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30B · all PA-30Bs on the register
- Registration
- N7933Y · no longer on the register · serial 30-1024
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After departing Van Nuys, the multiengine rated pilot and his instructor practiced maneuvers for the commercial multiengine rating. They proceeded to the Camarillo airport to practice landings, and en route the instructor reduced power on the right engine to simulate an engine failure. The pilot thought he was wide turning base to final due to wind, but felt he was still in a good position to land. The instructor felt the approach was angled but would allow a normal landing. On final approach the pilot noted the airspeed was approximately 10 miles per hour faster than the 90 miles per hour recommended approach speed. He lowered 10 degrees of flaps. Several hundred yards short of landing he felt the wind would cause him to land short of the runway threshold so he added power to the left engine and the aircraft immediately yawed to the right. The nose went up and then came down. The right wing struck the ground first and the aircraft came to rest at the right side of the overrun, short of the displaced threshold.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,400 hours in all; 800 in this make and model; 1,300 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,600 hours
- Last inspection: annual inspection, August 15, 1998; 43 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-320B1A (piston); 0 hours total
The flight
- Departed from: VNY Van Nuys CA at 9:05 pm
- Destination: CMA
- Flight plan: none
- Runway 26, 6,019 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 12 knots
- Visibility: 40 statute miles
- Sky: scat at 15,000 ft
- Temperature: 72°F (22°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 10:01 pm from CMA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.