Piper PA 28-161 accident near El Cajon, California, September 17, 2017
On September 17, 2017 at about 8:47 pm local time, a 1985 Piper PA 28-161, registered N2587X, was substantially damaged in an accident during approach (VFR pattern base) near El Cajon, California (Gillespie Field Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power due to the formation of carburetor ice during descent for landing. Contributing to the accident was the pilot’s failure to apply carburetor heat.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 17, 2017 · about 8:47 pm local time
- Place
- El Cajon, California · Gillespie Field Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28-161, built 1985 · all PA 28-161s on the register
- Registration
- N2587X · no longer on the register · serial 28-8516083
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that he and the pilot-rated passenger returned to the airport to practice touch-and-go landings after a local flight. The first two landings were uneventful. While on the downwind leg of the traffic pattern for the third landing, the pilot reduced engine power and started to descend the airplane. After turning base, the pilot increased power, but the engine did not respond and remained at idle. There was no change in engine noise and the engine was not running rough. The pilot manipulated the throttle and primer several times, but the engine did not respond, and the pilot elected to land the airplane on a nearby road. During the descent, the airplane struck powerlines and a tree before it impacted the road and slid to a stop. A postaccident engine examination did not reveal any anomalies that would have precluded normal operation. A review of the carburetor icing probability chart revealed that the airplane was operating in conditions favorable to the formation of serious carburetor icing at glide power. In addition, on-scene photographs revealed that the carburetor heat lever was in the off position; therefore, it is likely that carburetor ice accumulated during the descent, which resulted in a partial loss of engine power.
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 engine power (partial) during approach (VFR pattern base) defining event
- Other weather encounter during approach (VFR pattern base)
- Off-field or emergency landing during approach (VFR pattern base)
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on operation
- factor Aircraft › Aircraft systems › Ice/rain protection system › Intake anti › ice, deice › Not used/operated
- factor Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,475 hours in all; 1,854 in this make and model; 112 in the last 90 days; 12 in the last 30 days; 2,374 as pilot in command; 1,538 on instruments
- Last flight review: July 4, 2016
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 112 hours in all; 112 in this make and model; 1 in the last 90 days; 14 as pilot in command
- Last flight review: December 11, 2016
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,906 hours
- Last inspection: 100-hour inspection, August 25, 2017; 16 hours since
- Maximum gross weight: 2,440 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 2,384 hours total
The flight
- Departed from: SEE El Cajon CA at 7:50 pm
- Destination: SEE El Cajon CA
- Flight plan: none
- Runway 27L, 2,738 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 3,800 ft
- Temperature: 77°F (25°C), dew point 59°F (15°C)
- Altimeter: 29.93 inHg
- Observation at 8:45 pm from SEE, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on October 2, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Engine Examination Observations | PDF, 7 pages | View Download |
| 3 | FAA Special Airworthiness Information Bulletin - Carburetor Icing Prevention | PDF, 3 pages | View Download |
| 4 | On Scene Photo of the Carburetor Heat Lever Position - Courtesy of the FAA | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.