Piper PA30 accident near Phoenix, Arizona, November 24, 2012
On November 24, 2012 at about 3:00 pm local time, a 1969 Piper PA30, registered N8747Y, was substantially damaged in an accident during initial climb near Phoenix, Arizona (Phoenix Deer Valley airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to properly inhibit the landing gear transmission motor consistent with the emergency landing gear extension procedure, which precluded the full extension of the landing gear. Contributing to the accident was the airplane's electrical system anomaly, which rendered the gear position indicator inoperative.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 24, 2012 · about 3:00 pm local time
- Place
- Phoenix, Arizona · Phoenix Deer Valley · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA30 NO SERIES, built 1969 · all PA30s on the register
- Registration
- N8747Y · no longer on the register · serial 30-1902
- 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 he had not flown the airplane in over 3 months. He started the right engine on external power, unplugged the external power, and then started the left engine off of the airplane's electrical system, with the ammeter showing a normal charge rate. Immediately after takeoff and while the landing gear was being retracted, the airplane experienced a total electrical failure; all attempts to restore electrical power were unsuccessful. The pilot then performed the emergency landing gear extension procedure, which he said included pulling the landing gear transmission motor release lever and pushing the lever full forward. The pilot subsequently placed the emergency gear extension handle in the left socket because it was in the vertical position, which should have indicated to the pilot that the landing gear had not completely retracted and that the landing gear transmission motor's force was not disengaged. He then most likely secured the handle and rotated it forward to complete the gear extension; however, due to the electrical failure, he had no way of confirming that the landing gear was locked down. After relaying his situation to the departure airport's air traffic control tower, the pilot was cleared to land. Upon landing, the airplane's nose gear slowly collapsed, and then both main landing gear collapsed. The airplane subsequently slid off of the right side of the runway and came to rest in a rock-covered area, which resulted in substantial damage to the airplane. Although the electrical system could have been compromised due to the electrical load required during the landing gear retraction because of insufficient battery power, it could not be determined if this caused the electrical system anomaly. During the emergency landing gear extension procedure, the forward rotation of the landing gear handle in the left socket likely prevented it from reaching its full-forward travel to lock the gear down because the pilot likely failed to fully disengage the landing gear transmission motor's forces from the system.
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
- Electrical system malf/failure during initial climb defining event
- Landing gear collapse during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
- Runway excursion during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
- factor Aircraft › Aircraft systems › Landing gear system › Gear position and warning › Inoperative
- factor Aircraft › Aircraft systems › Electrical power system › (general) › Failure
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Incorrect use/operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,500 hours in all; 300 in this make and model; 60 in the last 90 days; 31 in the last 30 days; 6,500 as pilot in command; 2,500 on instruments
- Last flight review: February 28, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,410 hours
- Last inspection: annual inspection, July 16, 2012; 16 hours since
- Maximum gross weight: 3,600 lb
- Seats: 5
- Landing gear: retractable
- Engine 1: Lycoming IO-320 (piston); 4,410 hours total
- Engine 2: Lycoming IO-320 (piston); 4,410 hours total
The flight
- Departed from: DVT Phoenix AZ at 2:30 pm
- Destination: DVT Phoenix AZ
- Flight plan: none
- Runway 07L, 4,499 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 28°F (-2°C)
- Altimeter: 30.12 inHg
- Observation at 2:53 pm from DVT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.