Piper PA-32-301 accident near San Jose, California, July 23, 2022
On July 23, 2022 at about 2:11 am local time, a 1980 Piper PA-32-301, registered N300BH, was substantially damaged in an accident during enroute (climb to cruise) near San Jose, California (Reid-Hillview Of Santa Clara C airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inadequate preflight inspection and fuel management, which resulted in fuel starvation, a total loss of engine power, and an impact with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2022 · about 2:11 am local time
- Place
- San Jose, California · Reid-Hillview Of Santa Clara C · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-301, built 1980 · all PA-32-301s on the register
- Registration
- N300BH · registry record · serial 32-8006011
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had planned to fly the airplane on a short flight back to the owner’s hangar following an annual inspection. According to the pilot, the engine lost all power during climbout from the departure airport. The airplane impacted the ground, struck a fence and came to rest upright. Postaccident examination of the airplane revealed no preimpact mechanical anomalies of the airplane or engine that would have precluded normal operation. The airplane contained 15 gallons of fuel in each wing fuel tank before the annual inspection began. The maintenance facility ran the engine at maximum power with the fuel selector positioned on the left fuel tank for at least 45 minutes during the annual inspection. Fuel consumption calculations indicate this would have nearly depleted the left fuel tank of fuel. No additional fuel was added by the mechanics or the pilot before the accident flight nor was there any discussion between the pilot and mechanic regarding the amount of fuel remaining in the airplane. It is likely that the pilot departed without a thorough preflight inspection or he would have observed the low fuel quantity and switched to the right fuel tank before departure. The pilot stated that he switched tanks once during the accident flight after the power loss. As the fuel selector was found in the right tank position at the accident site, it is likely that he departed on the left fuel tank. This evidence suggests that the pilot’s improper fuel management resulted in fuel starvation and a total loss of engine power. Further, the departure airport did not sell the type of fuel required to power the accident airplane. However, it is unlikely that this would have influenced the pilot’s decision as he believed he had sufficient fuel to complete the flight.
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 starvation during enroute (climb to cruise) defining event
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Inadequate inspection
- Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- Personnel issues › Task performance › Communication (personnel) › Lack of communication › Maintenance personnel
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,039 hours in all
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 5,430.9 hours
- Last inspection: annual inspection, July 19, 2022; 1 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-K165 (piston); 5,431 hours total
- Operator: Green Valley Corporation I
The flight
- Destination: SJC San Jose CA
Weather at the time
- Light: dusk
- Wind: from 300° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 50°F (10°C)
- Altimeter: 29.90 inHg
- Observation at 6:47 pm from KRHV
Weather report (METAR): KRHV 230147Z 30009KT 10SM SKC 26/10 A2990
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
13 documents, released by the NTSB on December 14, 2023. 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 | Record of Conversations | PDF, 7 pages | View Download |
| 2 | NTSB Wreckage Examination Report | PDF, 8 pages | View Download |
| 3 | NTSB Fuel Test Report | PDF, 1 page | View Download |
| 4 | Fuel Analysis Report | PDF, 1 page | View Download |
| 5 | NTSB Fuel Calculations | PDF, 1 page | View Download |
| 6 | Engine Performance from Pilot's Operating Handbook | PDF, 1 page | View Download |
| 7 | Fuel and Engine Limitations Excerpt from Pilot's Operating Handbook | PDF, 4 pages | View Download |
| 8 | Invoice from Nic's Aircraft with Engine Exam | PDF, 2 pages | View Download |
| 9 | Airframe Logbook Excerpt | PDF, 2 pages | View Download |
| 10 | Propeller Logbook Excerpt | PDF, 1 page | View Download |
| 11 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 12 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 13 | Accident Photographs | PDF, 4 pages | 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.