Piper PA 38-112 accident near Fresno, California, May 1, 1991
On May 1, 1991 at about 3:00 am local time, a Piper PA 38-112, registered N2578L, was substantially damaged in an accident near Fresno, California (Fresno Air Terminal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO MAINTAIN DIRECTIONAL CONTROL AND INADEQUATE COMPENSATION FOR WIND CONDITIONS DURING THE LANDING TOUCHDOWN. CONTRIBUTING TO THE ACCIDENT WAS THE PILOT-IN-COMMAND'S OVERCONFIDENCE IN HIS ABILITY WHILE ANALYZING THE FORECAST WINDS DURING PREFLIGHT PLANNING, AND THE STRONG WIND CONDITIONS THAT EXISTED DURING HIS LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 1, 1991 · about 3:00 am local time
- Place
- Fresno, California · Fresno Air Terminal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 38-112 · all PA 38-112s on the register
- Registration
- N2578L · no longer on the register · serial 79A0768
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A PIPER PA 38-112 COLLIDED WITH A SIGN POST AFTER A LOSS OF CONTROL ON RUNWAY 29R. THE PILOT FAILED TO MAINTAIN DIRECTIONAL CONTROL AND THE AIRPLANE YAWED LEFT DURING THE LANDING FLARE AND TOUCHED DOWN WITH THE NOSE 20 DEGREES LEFT OF CENTERLINE. THE AIRPLANE THEN ROLLED OUT ACROSS THE RUNWAY SHOULDER AND STRUCK A SIGN POST WITH THE RIGHT WING. THERE WERE NO MECHANICAL FAILURES OR MALFUNCTIONS WITH THE AIRPLANE BEFORE THE ACCIDENT. THE PILOT STATED, 'I MADE AN ERROR IN JUDGEMENT IN DEPARTING WITH SUCH STRONG FORECASTED WINDS. THE GREATEST ERROR WAS IN JUDGING THAT I WAS CAPABLE OF HANDLING THOSE WINDS.' THE WINDS AT THE TIME OF THE ACCIDENT WERE REPORTED TO BE FROM 322 DEGREES AT 25 KNOTS GUSTING TO 29 KNOTS.
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: single-engine land; instrument: airplane
- Flight time: 370 hours in all; 115 in this make and model; 21 in the last 90 days; 9 in the last 30 days; 325 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,920 hours
- Last inspection: 100-hour inspection, April 26, 1991; 17 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 L2C (piston); 0 hours total
- Operator: Golden Eagle Enterprises
The flight
- Departed from: BFL Bakersfield CA at 2:38 am
- Flight plan: VFR
- Runway 29, 9,222 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 322° at 25 knots, gusting 29
- Visibility: 7 statute miles
- Sky: scat at 12,000 ft
- Temperature: 66°F (19°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
- Observation at 2:50 am from FAT, 1 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.
Other NTSB records under N2578L 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.