Piper PA-34-200 accident near Tucson, Arizona, April 10, 1992
On April 10, 1992 at about 8:46 pm local time, a Piper PA-34-200, registered N41632, was substantially damaged in an accident near Tucson, Arizona (Tucson 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 TOTAL FAILURE OF THE LANDING GEAR STRUT (TRUNNION) DUE TO FATIGUE. A FACTOR IN THE ACCIDENT WAS RELATED TO THE INADEQUATELY PERFORMED RECENT ANNUAL INSPECTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 1992 · about 8:46 pm local time
- Place
- Tucson, Arizona · Tucson International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N41632 · no longer on the register · serial 34-74501432
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO THE PILOT-IN-COMMAND, WHO WAS DEMONSTRATING HER COMPETENCY TO THE DESIGNATED PILOT EXAMINER FOR THE PURPOSE OF OBTAINING HER MULTIENGINE FLIGHT INSTRUCTOR CERTIFICATE, NO ANOMALIES OCCURRED WITH THE AIRPLANE DURING THE FLIGHT. THE LANDING APPEARED NORMAL EXCEPT THAT DURING ROLLOUT THE GEAR DOWN AND LOCKED LIGHT TURNED OFF. THE GEAR WARNING HORN SOUNDED AND THE LEFT GEAR BROKE OFF THE AIRPLANE. THE PILOT LOST CONTROL OF THE AIRPLANE, IT VEER OFF THE RUNWAY, AND THEN COLLIDED WITH A SIGN. EXAM OF THE LEFT MAIN LANDING GEAR REVEALED IT POSSESSED A PREEXISTING FATIGUE CRACK ON THE TRUNNION'S OUTER DIAMETER SURFACE IMMEDIATELY ADJACENT TO THE LOWER FILLET RADIUS OF THE WEB. THE CRACK HAD ENLARGED TO A WIDTH OF 1.25 INCHES BEFORE THE TRUNNION FINALLY SEPARATED. THE PILOT REPORTED THAT THE AIRPLANE'S LAST ANNUAL INSPECTION HAD BEEN PERFORMED ABOUT 53 FLIGHT HOURS AND ABOUT 1.5 MONTHS PRIOR TO THE ACCIDENT FLIGHT.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 349 hours in all; 54 in this make and model; 134 in the last 90 days; 47 in the last 30 days; 221 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,646 hours
- Last inspection: annual inspection, February 27, 1992; 53 hours since
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming LIO-360-C1E6 (piston); 0 hours total
- Operator: Atc Flight Center, INC.
The flight
- Flight plan: none
- Runway 11, 9,129 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots, gusting 17
- Visibility: 60 statute miles
- Sky: scat at 25,000 ft
- Temperature: 86°F (30°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.
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.