Piper PA-28R-200 accident near Fresno, California, August 11, 1994
On August 11, 1994 at about 4:30 pm local time, a Piper PA-28R-200, registered N4374X, 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's failure to maintain directional control of the aircraft resulting in a ground loop/swerve and a subsequent overload failure of the right main landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 1994 · about 4:30 pm 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-28R-200 · all PA-28R-200s on the register
- Registration
- N4374X · registry record · serial 28R-7635030
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID HE WAS ON THE LANDING GROUND ROLL AND BEGAN APPLYING THE BRAKES. THE AIRCRAFT STARTED PULLING TO THE LEFT AND THE PILOT COULD NOT MAINTAIN DIRECTIONAL CONTROL WITH FULL RIGHT RUDDER AND BRAKE. THE PILOT SAID THE AIRCRAFT BEGAN TO SLIDE AND THE RIGHT MAIN GEAR COLLAPSED. THE AIRCRAFT WAS EXAMINED BY AN FAA AIRWORTHINESS INSPECTOR WHO SAID HE DID NOT FIND ANY UNUSUAL HEAT SIGNATURES ON THE BRAKE DISKS, NOR ANY EVIDENCE OF A BRAKE SYSTEM MALFUNCTION. THERE WERE NO FLAT SPOTS ON EITHER OF THE MAIN TIRES AND ALL THREE TIRES EXHIBITED EVIDENCE OF SKID ABRASION 90 DEGREES TO THE TREAD. ABRASION MARKS ORIENTED 90 DEGREES TO THE LONGITUDINAL AXIS WERE OBSERVED UNDER THE RIGHT WING. THE RIGHT MAIN LANDING GEAR WAS COLLAPSED WITH THE EXTEND/RETRACT ROD END BROKEN AND THE ASSOCIATED SUPPORT BRACKET RIPPED OUT OF THE FORWARD SPAR. THE NOSE GEAR STRUT WAS FOUND BENT ABOUT 15 DEGREES TO THE LEFT. COMPLETE CONTINUITY WAS ESTABLISHED BETWEEN THE COCKPIT RUDDER PEDALS AND THE NOSE GEAR STEERING COLLAR.
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: 430 hours in all; 332 in this make and model; 9 in the last 90 days; 5 in the last 30 days; 360 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,232 hours
- Last inspection: annual inspection, April 7, 1994; 27 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: CRQ Carlsbad CA at 2:20 pm
- Destination: FAT
- Flight plan: none
- Runway 29L, 7,206 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 82°F (28°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 4:38 pm 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.
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.