Piper PA28-236 accident near Pomona, California, March 14, 2009
On March 14, 2009 at about 6:15 pm local time, a Piper PA28-236, registered N129AB, was destroyed in an accident during enroute (climb to cruise) near Pomona, California (Brackett Field Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's spatial disorientation while flying in instrument meteorological conditions that resulted in a loss of control of the airplane. Contributing to the accident was the pilot's lack of recent instrument flying experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 14, 2009 · about 6:15 pm local time
- Place
- Pomona, California · Brackett Field Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA28-236 · all PA28-236s on the register
- Registration
- N129AB · registry record · serial 28-7911303
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane departed the airport on an instrument-flight-rules clearance. The weather at the airport was 500-foot overcast, with a visibility of 1 mile. The overcast layer was solid up through 3,100 feet mean sea level (msl). The departure instructions were to climb on heading 150 to 1,400 feet msl, then initiate a climbing turn to heading 130, intersect the VOR 164 radial outbound until 9 miles south of the airport, and climb to 4,000 feet. Just after takeoff, at approximately 1,400 feet, the airplane made a climbing turn to 146 degrees and continued to climb on that course for about 1.5 minutes. At 2,500 feet, the airplane started a right-hand turn. The deviation of the airplane’s course prompted the terminal radar approach controller (TRACON) to ask if the pilot had canceled his clearance. The pilot responded in a steady even tone, “Negative, nine alpha bravo still climbing.” Five seconds later the airplane was no longer in radar contact. The radar track depicted the airplane in a climbing right-hand turn in a tightening spiral directly over the accident location. The aircraft wreckage was located on a hillside about 2 miles south of the departure airport and in the vicinity of the last radar return. A review of the pilot’s flight records revealed that he held an instrument rating issued in August 2006, and had logged just two instrument approaches since January 2007, neither within the last 90 days. Additionally, he had accumulated 0.8 hours of simulated instrument time and 0.8 hours of actual instrument time since January 2007. There is no record of the pilot obtaining an instrument proficiency check within the 12 months prior to the accident. The tone of the pilot’s response to TRACON’s radio query implied that he was not aware that the airplane had deviated from the departure clearance and was in a steadily tightening right-hand turn. This lack of awareness could be attributed to spatial disorientation or a distraction away from the primary flight instruments.
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 in flight during enroute (climb to cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Perception/orientation/illusio › Spatial disorientation › Pilot
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Recent instrument experience › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 478 hours in all
- Last flight review: August 22, 2008
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
Co-pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 200 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 4,298 hours
- Last inspection: annual inspection, March 6, 2009
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming O-540 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KPOC La Verne CA at 6:13 pm
- Destination: KMHV Mojave CA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 1 statute miles
- Sky: overcast at 500 ft; scat
- Temperature: 52°F (11°C), dew point 46°F (8°C)
- Altimeter: 30.04 inHg
- Observation at 6:47 pm from KPOC, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.
Other NTSB records under N129AB the same tail number, which may have belonged to a different aircraft at the time
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.