# Accident 20010314003839A: Piper PA23160, Anza, CA, March 14, 2001 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: March 14, 2001, 10:04 local time - Place: Anza, CA - Damage: Substantial damage - Phase of flight: Climb - Operating rules: General operating rules (Part 91) - Location: 33.0000° N, 116.0000° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=33.0000&lon=-116.0000&mi=10 - Aircraft: N333PE, a cancelled registration (https://openairdocs.org/deregistered/N333PE-2012-09-10) (OpenAirDocs) - Registry model: Piper PA-23-160 (registry code 7102304, https://openairdocs.org/model/piper-pa-23-160) (OpenAirDocs) - Registry engine: Lycoming 0-320 series (registry code 41508, https://openairdocs.org/engine/lycoming-0-320-series) (OpenAirDocs) - Reported make and model: PIPER PA23160 - Reported engine: LYC O360* - Fatal injuries: 0 - Pilot flight hours: 8,000 total, 7,000 in this make and model, 30 in the last 90 days - NTSB investigation: [NTSB LAX01LA117](https://openairdocs.org/ntsb/LAX01LA117) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20010314003839A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (.19)ON MARCH 14, 2001, AT 1010 HOURS PST, A PIPER PA-23, N333PE, MADE A F ORCED LANDING AFTER A DOOR OPENED IN FLIGHT NEAR ANZ, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED IN FALLBROOK, CALIFORNIA, ABOUT 0950. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. NO FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT HE WAS AT 9,500 FEET MSL WHEN THE COCKPIT DOOR POPPED OPENED. HE SAID THAT HE WAS UNABLE TO CONTROL THE AIRPLANE IN THAT CONFIGURATION AND SUBSEQUENTLY INITIATED A REDUCED POWER DESCENT. HE THEN PERFORMED AN OFF-AIRFIELD, GEAR-UP, FORCED LANDING IN A FLAT, OPEN, DESERT AREA. (-23) THE PA-23 A/C MADE A FORCED LANDING AFTER THE CABIN DOOR OPENED IN FLIGHT NEAR ANZA, CA. THE PILOT REPORTED THAT THE DOOR POPPED OPEN JUST AFTER CLIMBING TO 9,500 FEET WITH THE AUTOPILOT ON. THE PILOT IMMEDIATELY LOST CONTROL OF THE A/C AS IT BEGAN A DESCENDING RIGHT TURN. AS THE AIRPLANE WENT INTO A STEEP DESCENDING SPIRAL OR SPIN, THE PILOT REGAINED SOME CONTROL OF HIS A/C PRIOR TO HIS EMERGENCY LANDING BY CUTTING THE POWER TO THE ENGINESAND FEATHERING THE PROPELLERS. (.4) ON MARCH 14, 2001, AT 1010 HOURS PACIFIC STANDARD TIME, A PIPER PA-23 TWIN-ENGINE AIRPLANE, N333PE, IMPACTED TERRAIN DURING A LOSS OF CONTROL AFTER A DOOR OPENED IN FLIGHT NEAR ANZA, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED IN FALLBROOK, CALIFORNIA, ABOUT 0950, AND WAS DESTINED FOR FORT MOHAVE, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT R EPORTED THAT HE HAD CONDUCTED A PREFLIGHT INSPECTION AND PERFORMED A NORMAL DEPARTURE AND CLIMB. UPON LEVELING OUT AT 9,500 FEET, WHILE AT APPROXIMATELY 150 KNOTS, THE CABIN DOOR OPENED. THE PILOT STATED THAT THE AIRPLANE STARTED A TURN TO THE RIGHT AND ENTERED A DESCENT. HE ADDED THAT THE AILERONS AND RUDDER WERE NOT EFFECTIVE AT CONTROLLING THE AIRPLANE. THE AIRPLANE CONTINUED ITS DESCENT IN WHAT THE PILOT CALLED A "FLAT SPIN," AND WHEN GROUND IMPACT WAS IMMINENT, HE SHUTDOWN THE ENGINES AND FEATHERED THE PROPELLERS. THE PILOT REPORTED THAT THE AIRPLANE "PANCAKED" INTO A FIELD AND HE WALKED AWAY TO FIND MEDICAL ATTENTION. THE PILOT REPORTED TO FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS THAT HE HAD HIS AUTOPILOT ENGAGED WHEN THE EVENT TOOK PLACE. HE COULD NOT REMEMBER IF HE DISCONNECTED THE AUTOPILOT OR IF IT DISENGAGED ITSELF. THE PILOT ADDED THAT HE DID NOT REMEMBER CHANGING THE AIRCRAFT TRIM SETTINGS ONCE THE DOOR OPENED. ACCORDING TO THE FAA INSPECTORS WHO RESPONDED TO THE ACCIDENT SITE, THE PITCH TRIM WAS FOUND IN THE FULL NOSE UP POSITION. EXAMINATION OF THE AIRCRAFT REVEALED THAT PILOT'S DOOR COULD NOT CLOSE AND PROPERLY LOCK DUE TO IMPROPERLY INSTALLED UPHOLSTERY. THE FAA INSPECTORS REPORTED THAT A NEW UPHOLSTERY INSTALLATION LEFT A WELT OF CUSHION NEAR THE DOOR LOCK AND PREVENTED THE LOCK FROM SECURING ALL THE WAY. TWO FAA INSPECTORS ATTEMPTED CLOSING THE DOOR WITH ONE INSPECTOR SEATED INSIDE THE AIRPLANE PULLING ON THE DOOR, AND THE OTHER INSPECTOR ON THE OUTSIDE OF THE AIRPLANE PUSHING ON THE DOOR. ATTEMPTS TO CLOSE AND LOCK THE DOOR WERE UNSUCCESSFUL. THERE WAS NO MAINTENANCE ENTRY IN THE AIRCRAFT LOGBOOK CONCERNING THE NEW UPHOLSTERY INSTALLATION. THE PILOT/OWNER ADMITTED TO NOT GETTING A CERTIFICATED MECHANIC TO INSPECT AND SIGN OFF ON THE UPHOLSTERY MODIFICATION ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB LAX01LA117](https://openairdocs.org/ntsb/LAX01LA117), Mar 14, 2001: Piper PA-23-160 (N333PE), Anza, CA, substantial damage. Probable cause: The pilot's failure to maintain control of the airplane following the opening of the cockpit/cabin door. The door came open because of improperly installed upholstery, which resulted in the inability… From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.