Piper PA-46-310P accident near Westley, California, July 14, 2009
On July 14, 2009 at about 5:00 pm local time, a Piper PA-46-310P, registered N330HT, was substantially damaged in an accident during approach near Westley, California. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the landing gear hydraulic line socket, which resulted in a hydraulic leak and in-flight fire. Contributing to the accident was the failure of the owner and/or maintenance facility to comply with the maintenance manual hose replacement schedule.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 2009 · about 5:00 pm local time
- Place
- Westley, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N330HT · registry record · serial 468408010
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots encountered smoke in the cockpit originating from the area of the copilot's rudder pedals. The pilots performed the emergency procedures for an electrical fire, which included shutting down the electrical systems. The smoke seemed to initially subside, but then gradually intensified before the engine lost power. The pilots were unable to restart the engine and decided to concentrate on making an off-airport landing. While landing in a plowed field, the nosewheel collapsed almost immediately. Postaccident examination revealed extensive fire damage to the rear of the engine and to the firewall. The nose gear hydraulic actuator flexible hose assembly also sustained extensive fire damage consistent with being near the source of the fire. Further inspection found that the nose gear hydraulic down line remained attached at both attachment fittings. The flexible hose assembly installed on the nose gear actuator uses an AN-style B-nut fitting. The internally threaded hose socket is screwed onto the end of the hose, and the B-nut is secured to the actuator fitting by an externally threaded nipple. Closer examination of the hydraulic line fitting where it attaches to the actuator revealed a crack running along the entire length of the socket. The hose remained inserted into the socket, but because of the crack, the socket fitting could be turned by hand on the hose. The nose gear actuator hydraulic line was then removed. The hose end was easily pulled out and separated from the socket. The manufacturer's identification band indicated that the hose assembly was manufactured in the third quarter of 1991. A review of the scheduled maintenance section of the PA-46-310P maintenance manual in the landing gear group section states in part, to "Replace flexible hoses as required, but no later than 1,000 hours of operation or eight years and at engine overhaul". Although the identification band on the hose assembly indicated that it was manufactured in 1991, no log book entry was located indicating that the hose assembly had ever been replaced.
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
- Sys/Comp malf/fail (non-power) during approach defining event
- Fire/smoke (non-impact) during approach
The NTSB's findings
- factor Aircraft › Aircraft handling/service › Maintenance/inspections › Scheduled maint checks › Not serviced/maintained
- cause Aircraft › Aircraft systems › Hydraulic power system › (general) › Failure
Flight instructor
- 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: 14,214 hours in all; 3,111 in this make and model; 165 in the last 90 days; 38 in the last 30 days; 14,000 as pilot in command; 9,000 on instruments
- Last flight review: July 6, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Last flight review: June 20, 2008
- Medical certificate: None
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,700 hours
- Last inspection: annual inspection, August 13, 2008; 33 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Teledyne Continental Motors TSIO-550-C1B (piston); 0 hours total
The flight
- Departed from: CCR Concord CA at 3:30 pm
- Destination: CCR Concord CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 52°F (11°C)
- Altimeter: 29.86 inHg
- Observation at 4:53 pm from MOD, 15 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.
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.