Cessna 421A accident near Cabazon, California, November 2, 1988
On November 2, 1988, a Cessna 421A, registered N3385Q, was destroyed in an accident near Cabazon, California (Banning Muni airport). It was a business flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S POOR DECISION AND MISJUDGEMENT OF DISTANCE. THE SEPARATION OF THE CYLINDER, FAILURE OF THE PROPELLER TO FEATHER, AND IMPACT WITH WIRES AND A RESIDENCE WERE FACTORS IN THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 1988
- Place
- Cabazon, California · Banning Muni · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 421A · all 421As on the register
- Registration
- N3385Q · no longer on the register · serial 421A0115
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT CONTACTED THE ARSA CONTROLLER FOR ADVISORIES AFTER LOSING PWR ON THE RIGHT ENG OVER AN AIR FORCE BASE. THE CONTROLLER ADVISED THE PLT THAT HIS POSITION WAS NEAR A CIVILIAN ARPT WITH LIMITED MAINTENANCE FACILITIES AND AN AIR FORCE BASE. THE PLT ADVISED THAT HE DESIRED TO CONTINUE TO A LARGER CIVILIAN ARPT ALONG HIS ROUTE WHERE HE COULD OBTAIN SERVICE. THE PLT THEN INFORMED THE CONTROLLER THAT HE COULD BARLEY SEE THE GROUND AND THAT HE WAS UNABLE TO MAINTAIN ALT DUE TO THE PROPELLER NOT FEATHERING. THE ACFT OVERFLEW A SMALL CIVILIAN ARPT AND THE PLT TOLD THE UNICOM OPERATOR THAT HE WOULD ATTEMPT TO LAND ON AN INTERSTATE HWY. THE ACFT OVERFLEW THE HWY AND IMPACTED AN ELECTRICAL TRANSMISSION LINE AND COLLIDED WITH A RESIDENCE. POST ACCIDENT INSPECTION REVEALED THE RIGHT ENG #3 CYLINDER HEAD FRACTURED ALLOWING THE HEAD TO DISPLACE OUTWARD 3/8 INCH. FRACTURE RESULTED FROM FATIGUE AT THREADED AREA BTW HEAD AND CYLINDER. THE PROPELLER GOVERNOR OPERATED NORMALLY DURING FUNCTIONAL TESTING AFTER THE ACCIDENT.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,000 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,293 hours
- Last inspection: annual inspection, August 15, 1988; 48 hours since
- Maximum gross weight: 6,300 lb
- Seats: 7
- Landing gear: retractable
- Engine: Continental GTSIO-520-A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TOA Torrance CA at 3:31 pm
- Destination: TUS Tucson AZ
- Flight plan: none
- Runway 26, 5,200 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 3 knots
- Visibility: 1 statute miles
- Sky: broken clouds at 1,000 ft
- Temperature: 66°F (19°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 11:55 pm from RIV, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
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.