Fairchild SA227-AC accident near Visalia, California, June 11, 1991
On June 11, 1991 at about 10:45 am local time, a Fairchild SA227-AC, registered N348AE, was substantially damaged in an accident near Visalia, California (Visalia airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE INSTRUCTOR/PILOT-IN-COMMAND'S FAILURE TO ADEQUATELY SUPERVISE THE FLIGHT AND THE SECOND PILOT'S IMPROPER USE OF THE CHECKLIST AND FAILURE TO MAINTAIN CREW COORDINATION TO ENSURE THAT THE LANDING GEAR WAS EXTENDED. CONTRIBUTING TO THE ACCIDENT WAS THE SILENCING OF THE LANDING GEAR WARNING HORN BY POSITIONING GO THE ENGINE POWER LEVERS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 1991 · about 10:45 am local time
- Place
- Visalia, California · Visalia · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild SA227-AC · all SA227-ACs on the register
- Registration
- N348AE · no longer on the register · serial 613
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE CERTIFICATED AIRPLANE TRANSPORT PILOT, THE PILOT-IN-COMMAND AND INSTRUCTOR PILOT, WAS CONDUCTING COMPANY TRAINING WITH TWO CAPTAIN CANDIDATES. THE SECOND-IN-COMMAND, A DUAL STUDENT, WAS FLYING FROM THE LEFT SEAT. THE INSTRUCTOR REQUESTED A NO FLAP, SINGLE ENGINE CIRCLING APPROACH, WHICH REQUIRES THAT THE LANDING GEAR NOT BE EXTENDED UNTIL A SAFE LANDING IS ASSURED. THE LANDING GEAR WARNING HORN DID NOT SOUND DUE TO THE POSITION OF THE FLAPS AND ENGINE POWER LEVERS. THE STUDENT MADE A CHECKLIST CALL OUT AT A TIME IN THE LANDING SEQUENCE THAT OCCURS AFTER THE LANDING GEAR IS LOWERED. NEITHER PILOT RECALLED CALLING FOR THE LANDING GEAR DOWN. THE INSTRUCTOR RECALLED NOTING THAT THE STUDENT DID NOT CALL FOR GEAR DOWN. HE STATED THAT HE WAS GIVING THE STUDENT AN OPPORTUNITY TO LOWER THE GEAR WITHOUT BEING PROMPTED TO DO SO. THE AIRPLANE CONTACTED THE RUNWAY WITH THE LANDING GEAR UP, CAUSING SUBSTANTIAL DAMAGE. THE THREE PILOTS WERE NOT INJURED.
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: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 4,785 hours in all; 879 in this make and model; 124 in the last 90 days; 33 in the last 30 days; 3,767 as pilot in command; 257 on instruments
- Medical certificate: None (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 11,148 hours
- Last inspection: 100-hour inspection, June 2, 1991; 372 hours since
- Maximum gross weight: 14,500 lb
- Seats: 21
- Landing gear: retractable
- Engine: Garrett TPE331-11 (turboprop); 0 hours total
- Operator: Wings West Airlines INC
The flight
- Flight plan: none
- Runway 3, 6,556 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.