Piper PA-32-300 accident near Corona, California, August 9, 2022
On August 9, 2022 at about 7:31 pm local time, a 1973 Piper PA-32-300, registered N841AD, was substantially damaged in an accident during approach (VFR pattern downwind) near Corona, California (Corona Muni airport). It was a personal 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 airplane’s partial loss of engine power during the landing for reasons that could not be determined based on the available evidence, which resulted in an off airport landing and subsequent fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 2022 · about 7:31 pm local time
- Place
- Corona, California · Corona Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300, built 1973 · all PA-32-300s on the register
- Registration
- N841AD · registry record · serial 32-7340079
- 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 the engine lost partial power when he adjusted the engine power while entering the downwind leg of the traffic pattern. The engine did not respond, so he cycled the throttle several times with no change. Unable to maintain altitude, he initiated a forced landing onto a freeway, during which the airplane impacted a freeway barrier and a postaccident fire ensued that resulted in substantial damage. The pilot further reported that he did not believe he turned on the auxiliary fuel pump switch before the accident. Examination of the airframe and engine revealed that the fuel supply line from the engine driven fuel pump to the fuel servo had a torsional twist near the engine driven fuel pump outlet port. The engine-driven fuel pump was removed and exhibited signatures consistent with a preexisting fuel leak at the case split, along with corrosion to the input drive seal area. The pump was tested utilizing a test bench, the fuel pump output pressure was found to be within manufacturer limits despite the preexisting leak and likely did not contribute to a loss of engine power. It could not be determined how much the kinked fuel line restricted the fuel flow to the fuel servo. Downloaded engine monitoring data showed that fuel flow was within the manufacturers specified limits, thus it’s likely that the twisted fuel line did not contribute to the loss of engine power. The loss of engine power could not be determined due to the available evidence.
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
- Hard landing during landing (flare/touchdown)
- Aerodynamic stall/spin during landing (flare/touchdown)
- Fuel starvation during approach (VFR pattern downwind) defining event
The NTSB's findings
- Aircraft › Aircraft systems › Fuel system › Fuel distribution › Incorrect service/maintenance
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Attain/maintain not possible
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 289 hours in all; 13 in this make and model; 9 in the last 90 days; 2 in the last 30 days; 239 as pilot in command
- Last flight review: June 15, 2022
- Medical certificate: BasicMed
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,578.9 hours
- Last inspection: annual inspection, August 3, 2022
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming TIO-540 (piston); 0 hours total
- Fire on the ground
- Operator: Cedar Real Estate INC
The flight
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 55°F (13°C)
- Altimeter: 29.92 inHg
- Observation at 12:56 pm from KAJO
Weather report (METAR): KAJO 091956Z AUTO 28010KT 10SM CLR 36/13 A2992 RMK AO2 SLP122 T03610133
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
12 documents, released by the NTSB on April 25, 2024. 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 | Engine Data Monitor - Specialist's Factual Report | PDF, 10 pages | View Download |
| 2 | Attachment 1 to Engine Data Monitor - Specialist's Factual Report | data file | Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 4 | Record of Email Correspondence | PDF, 2 pages | View Download |
| 5 | Engine Maintenance Records | PDF, 10 pages | View Download |
| 6 | Airframe and Engine Exam Report | PDF, 10 pages | View Download |
| 7 | Fuel Pump Exam Report | PDF, 11 pages | View Download |
| 8 | Magneto Examination Report | PDF, 4 pages | View Download |
| 9 | Servo Examination Report | PDF, 4 pages | View Download |
| 10 | Evidence Control Forms | PDF, 7 pages | View Download |
| 11 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 12 | Release of Aircraft Wreckage, NTSB Form 6120.15 | 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.