Piper PA-34-200 accident near Chino, California, May 31, 1994
On May 31, 1994 at about 3:21 am local time, a Piper PA-34-200, registered N4810T, was substantially damaged in an accident near Chino, California (Chino 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 RIGHT ENGINE'S FAILURE FOR UNDETERMINED REASONS TO RESPOND TO THROTTLE COMMAND DURING A GO-AROUND ATTEMPT, AND BOTH PILOT'S FAILURE TO MAINTAIN DIRECTIONAL CONTROL OF THE AIRCRAFT. INADEQUATE SUPERVISION OF THE FLIGHT BY THE CFI IS ALSO CONSIDERED A CAUSE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1994 · about 3:21 am local time
- Place
- Chino, California · Chino · 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
- N4810T · no longer on the register · serial 34-7250151
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR REPORTED THAT HIS STUDENT WAS PERFORMING A PRACTICE SINGLE-ENGINE ILS APPROACH TO RUNWAY 26 WITH THE RIGHT ENGINE SET AT ZERO THRUST. THE AIRCRAFT WAS HIGH AND HAD DRIFTED OVER THE RIGHT EDGE OF THE RUNWAY WHEN THE INSTRUCTOR COMMANDED THE STUDENT TO GO-AROUND. ACCORDING TO THE INSTRUCTOR, THE STUDENT BROUGHT UP BOTH THROTTLES; HOWEVER, THE RIGHT ENGINE FAILED TO RESPOND. THE AIRCRAFT YAWED AND ROLLED TO THE RIGHT, THE RIGHT WING TIP STRUCK THE GROUND, AND THE AIRCRAFT CARTWHEELED TO A STOP. THE RIGHT ENGINE WAS REMOVED FROM THE AIRCRAFT AND EXAMINED BY A FAA CERTIFIED AIRFRAME AND POWER PLANT MECHANIC. NO DISCREPANCIES WERE NOTED DURING THE EXAMINATION.
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; instrument: airplane
- Flight time: 1,200 hours in all; 100 in this make and model; 60 in the last 90 days; 45 in the last 30 days; 1,000 as pilot in command; 900 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,810 hours
- Last inspection: annual inspection, May 10, 1994
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-C1E6 (piston); 0 hours total
- Operator: Air Desert Pacific CORP.
The flight
- Departed from: POC La Verne CA at 1:30 am
- Destination: CNO
- Flight plan: VFR then IFR
- Runway 26, 4,856 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 240° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 3:21 am from CNO
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.