Piper PA-44 accident near Grand Forks, North Dakota, June 14, 1996
On June 14, 1996 at about 11:30 pm local time, a Piper PA-44, registered N853ND, was substantially damaged in an accident near Grand Forks, North Dakota (Grand Forks International airport). It was an instructional 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 instructor pilot used an improper procedure when he demonstrated a rejected takeoff and he misjudged the flare.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 1996 · about 11:30 pm local time
- Place
- Grand Forks, North Dakota · Grand Forks International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44 · all PA-44s on the register
- Registration
- N853ND · registry record · serial 4495007
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor reported that he was attempting to demonstrate a rejected takeoff. Instead of initiating the maneuver during takeoff roll he attempted to initiate the maneuver on final approach to the runway. The instructor entered the maneuver from 150 feet AGL at 70 to 80 KIAS. As the airplane crossed the runway threshold, he reduced power on both engines to idle and applied forward elevator, establishing a descent for landing. He started to 'round the airplane out about 30 to 50 feet above the runway.' The descent rate was too high, so he continued to increase the pitch. He reported the stall horn sounded 'only milliseconds' before the airplane impacted the runway. The instructor reported the demonstration he performed of a rejected takeoff was not a recognized or an approved maneuver. He reported that the he had never had this maneuver demonstrated to him.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane
- Flight time: 598 hours in all; 81 in this make and model; 149 in the last 90 days; 63 in the last 30 days; 407 as pilot in command; 292 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,585 hours
- Last inspection: approved inspection programme, May 15, 1996; 57 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1H6 (piston); 0 hours total
The flight
- Departed from: GFK at 10:30 pm
- Flight plan: none
- Runway 17R, 7,349 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 13 knots
- Visibility: 15 statute miles
- Sky: scat at 10,000 ft
- Temperature: 90°F (32°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 11:00 pm from GFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N853ND the same tail number, which may have belonged to a different aircraft at the time
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.