Piper PA-30 accident near Kona, Hawaii, November 24, 2008
On November 24, 2008 at about 2:00 am local time, a Piper PA-30, registered N8010Y, was substantially damaged in an accident during landing (landing roll) near Kona, Hawaii (Kona International 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 inadequate compensation for the crosswind conditions and failure to maintain directional control during the landing roll. Contributing factors were the delayed remedial action by the check pilot, the crosswind condition, and the rough uneven terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 24, 2008 · about 2:00 am local time
- Place
- Kona, Hawaii · Kona International Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N8010Y · no longer on the register · serial 30-1116
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The left seat commercial pilot was receiving an initial checkout in the airplane from the right seat check pilot in preparation for his multi-engine instructor check ride. As the pilot approached to land, he lowered the right wing to compensate for the right crosswind and maintain runway alignment. After being advised by the check pilot that the right wing was too low, the pilot raised the wing; no other corrections were made, which resulted in the airplane drifting to the left of the runway centerline. The pilot then lowered the right wing a second time to compensate for the crosswind, and for the second time the check pilot warned him that the right wing was too low. The check pilot stated that the pilot raised the right wing and then suddenly landed the airplane, which was not aligned with the runway centerline. The check pilot reported that the airplane then veered right, followed by the pilot attempting to correct. As the airplane neared the right side of the runway the pilot asked for help. The check pilot stated that she immediately took control of the airplane and brought it to a stop after entering a rough field of lava rocks. The check pilot stated that due to the pilot's sudden runway contact, there was not enough time to regain full control of the airplane and prevent it from leaving the runway. The left seat pilot stated "...the flight instructor told me, in an excited tone, 'right wing up...right wing up.' Executing that action caused the plane to veer left. I tried to correct with restoring the controls back to the right. Right main made contact, then left main, then nose gear. The plane started to fish-tail. I felt I wasn't familiar enough with the aircraft to regain control and said, 'Help, I don't have control.'" The check pilot reported no anomalies with the airplane during the flight.
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 control on ground during landing (landing roll)
- Runway excursion during landing (landing roll) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- factor Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Contributed to outcome
- Environmental issues › Physical environment › Terrain › Rough terrain › Effect on equipment
- cause Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Response/compensation
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,234 hours in all; 7 in this make and model
- Last flight review: November 4, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 788 hours in all; 1 in this make and model; 348 as pilot in command
- Last flight review: July 4, 2008
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,733 hours
- Last inspection: annual inspection, March 21, 2008; 19 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming IO-320 (piston); 0 hours total
- Engine 2: Lycoming IO-320 (piston); 0 hours total
- Operator: Pap LLC
The flight
- Departed from: HKO Kona HI
- Destination: HKO Kona HI
- Flight plan: not recorded
- Runway 17, 11,000 ft by 125 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,100 ft; clear
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.98 inHg
- Observation at 1:53 am from HKO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.