Piper PA-28-140 accident near Kapolei, Hawaii, December 19, 2008
On December 19, 2008 at about 9:41 pm local time, a Piper PA-28-140, registered N6182J, was substantially damaged in an accident during initial climb near Kapolei, Hawaii (Kalaeloa Airport). It was an instructional flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power during the initial climb due to the failure of both pilots to use carburetor heat during a long descent for landing in carburetor icing conditions, and, the flight instructor's inadequate supervision of the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 2008 · about 9:41 pm local time
- Place
- Kapolei, Hawaii · Kalaeloa Airport · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N6182J · no longer on the register · serial 28-7625227
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was level at 1,500 feet mean sea level when the flight instructor had the private pilot receiving instruction reduce power and glide towards the runway for a touch-and-go. The flight instructor stated that they did not use carburetor heat nor did they clear the engine during the glide. The pilot landed the airplane and while still rolling, advanced the throttle for takeoff. Immediately after liftoff, the flight instructor noted that the engine was not accelerating above 2,100 rpm. She took control of the airplane, checked the engine instruments, fuel tank selector position, and fuel pressure, and confirmed that the throttle and mixture controls were full forward. The flight instructor did not apply carburetor heat. The flight instructor estimated that the airplane reached a maximum height of about 200 feet above ground level before impacting trees and a power line. Examination of the airframe and engine revealed no evidence of any preimpact mechanical discrepancies that would have prevented normal operation. Although the fuel tank selector valve was found slightly out of the detent for the right tank position, it still offered about 80 percent of the normal opening for fuel to pass. According to the engine manufacturer, carburetor ice can form "under moist conditions (a relative humidity of 50 percent to 60 percent is moist enough) with any outside air temperature from 20 to 90 degrees Fahrenheit." The calculated relative humidity at the time of the accident was 79 percent. Plotting the recorded temperature of 77 degrees Fahrenheit and the dew point of 70 degrees Fahrenheit on a carburetor icing probability chart indicated that the conditions were in the range for serious icing at glide power. The partial loss of engine power was likely a result of the formation of carburetor ice.
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
- Fuel related during initial climb
- Loss of engine power (partial) during initial climb defining event
- Controlled flight into terrain or object (CFIT) during emergency descent
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Response/compensation
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Instructor/check pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Flight crew
- cause Aircraft › Aircraft power plant › Engine controls › (general) › Not used/operated
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 465 hours in all; 70 in this make and model; 69 in the last 90 days; 57 in the last 30 days; 337 as pilot in command; 17 on instruments
- Last flight review: November 4, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,823 hours
- Last inspection: 100-hour inspection, November 9, 2008; 21 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
- Operator: Offshore Flight School INC
The flight
- Departed from: JRF Kapolei HI at 9:40 pm
- Destination: JRF Kapolei HI
- Flight plan: none
- Runway 04L, 4,500 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 2,200 ft
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 30.04 inHg
- Observation at 9:53 pm from HJR
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.