Piper PA-24-260 accident near Lincoln, California, February 20, 2009
On February 20, 2009 at about 4:10 am local time, a Piper PA-24-260, registered N8816P, was substantially damaged in an accident during landing (flare/touchdown) near Lincoln, California (Lincoln Regional Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to extend the landing gear for landing. Contributing to the accident was the pilot's diverted attention due to an open door and the airport's pilot activated runway lights turning off.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 20, 2009 · about 4:10 am local time
- Place
- Lincoln, California · Lincoln Regional Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N8816P · no longer on the register · serial 24-4272
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during departure on a local night flight, the airplane's door popped open. He turned to downwind and attempted to close the door. While on downwind, the airport's pilot activated runway lights turned off. The pilot then had to reactivate the runway lights and he landed the airplane without extending the landing gear. Subsequently, the airplane caught fire and was consumed.
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
- Miscellaneous/other during approach (VFR pattern downwind)
- Landing gear not configured during landing (flare/touchdown) defining event
- Runway excursion during landing
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Not used/operated
- factor Aircraft › Aircraft structures › Doors › Passenger/crew doors › Incorrect use/operation
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,164 hours in all; 625 in this make and model; 8 in the last 90 days; 2 in the last 30 days; 1,027 as pilot in command
- Last flight review: December 9, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,247 hours
- Last inspection: annual inspection, March 1, 2008
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: LHM Lincoln CA at 4:00 am
- Destination: LHM Lincoln CA
- Flight plan: none
- Runway 15, 6,001 ft by 100 ft
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 43°F (6°C)
- Altimeter: 30.18 inHg
- Observation at 3:53 am from MYV, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.