Piper PA-44-180 accident near Piru, California, February 9, 2008
On February 9, 2008 at about 4:26 am local time, a Piper PA-44-180, registered N2922X, was substantially damaged in an accident during emergency descent near Piru, California. It was an instructional flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. Contributing factors were the lack of suitable terrain for the forced landing and dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 9, 2008 · about 4:26 am local time
- Place
- Piru, California · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180 · all PA-44-180s on the register
- Registration
- N2922X · no longer on the register · serial 44-7995309
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The CFI certified flight instructor reported that during a night time training flight, the student pilot was conducting a series of simulated instrument approaches when the airplane started to encounter light to moderate turbulence. As the CFI and student pilot terminated one of the practice approaches, the airplane encountered "severe turbulence" followed by both engines losing power. The CFI initiated a forced landing to a dark area adjacent to a highway. During the descent, the CFI stated he was able to restart the left engine but had no throttle response and was unable to restart the right engine. As the descent continued, the CFI "…pulled both mixtures back to idle cutoff and pulled the fuel valves to off." He added that he was unable to see the ground until the airplane was about 50 feet above ground level. Subsequently, the airplane impacted trees and the ground before it came to rest within a small open field. The pilot-rated student receiving instruction reported while maneuvering the turbulence "became extreme" and the "airplane jolted strongly." The student pilot recalled that after the turbulence encounter, both engines lost power and despite numerous attempts, the engines would not restart. The student pilot stated after the landing, he attempted to secure the airplane and noted he was unable to move the fuel selectors to the "OFF" position and that the fuel selectors were "jammed/broken." Recovery personnel reported that 20 gallons of 100-low led fuel were drained from each wing fuel tank. Examination of the recovered airframe and fuel system revealed no evidence of pre-impact anomalies. Examination of the left and right engines and system components revealed no evidence of preimpact mechanical anomalies.
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
What happened, in order
- Loss of engine power (total) during maneuvering
- Collision with terrain or object (not controlled flight into terrain) during emergency descent defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Not specified
- factor Environmental issues › Physical environment › Terrain › (general) › Not specified
- factor Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Not specified
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,464 hours in all; 51 in this make and model; 24 in the last 90 days; 6 in the last 30 days; 4,593 as pilot in command; 3,984 on instruments
- Last flight review: April 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Crew member
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 141 hours in all; 6 in this make and model; 12 in the last 90 days; 6 in the last 30 days; 91 as pilot in command
- Last flight review: July 1, 2007
- Medical certificate: Class 3
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,200 hours
- Last inspection: 100-hour inspection, October 1, 2007; 84 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-E1A6D (piston); 0 hours total
- Engine 2: Lycoming LO-360-E1A6D (piston); 0 hours total
- Operator: Gavin Aviation
The flight
- Departed from: KCMA Camarillo CA at 3:00 am
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 070° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 45°F (7°C)
- Altimeter: 30.04 inHg
- Observation at 4:55 am from CMA, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| 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.