Amateur-built LANCAIR 320 accident near Rio Vista, California, August 26, 1995
On August 26, 1995 at about 7:03 pm local time, a amateur-built LANCAIR 320, registered N3204S, was substantially damaged in an accident near Rio Vista, California (Rio Vista Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the wing flap actuator pushrod creating an asymmetrical flap condition during the landing flare maneuver. A contributing factor was the failure of the owner/builder to incorporate a manufacturer's design change for a stronger actuator pushrod.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 1995 · about 7:03 pm local time
- Place
- Rio Vista, California · Rio Vista Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built LANCAIR 320 LANCAIR 32
- Registration
- N3204S · registry record · serial 330
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT OF THE AMATEUR BUILT AIRCRAFT REPORTED THAT DURING FLARE FOR LANDING THE RIGHT WING DROPPED AND CONTACTED THE RUNWAY DESPITE HIS EFFORTS TO HOLD THE WING UP USING FULL LEFT AILERON CONTROL. THE AIRCRAFT BOUNCED, THE RIGHT WING DROPPED AGAIN, AND THE AIRCRAFT VEERED OFF THE RUNWAY TO THE LEFT AND GROUND LOOPED. POSTACCIDENT INSPECTION OF THE AIRCRAFT REVEALED THAT THE LEFT FLAP WAS FULLY EXTENDED AND THE RIGHT FULLY RETRACTED, WITH NO INDICATION OF IMPACT DAMAGE ON THE RIGHT FLAP. THE RIGHT WING FLAP ACTUATING PUSHROD WAS FOUND BENT AND THE THREADED PORTION OF THE ROD END WAS FRACTURED. THE DESIGNER OF THE AIRCRAFT, WHO SELLS THE AIRCRAFT TO BUILDERS IN KIT FORM, STATED THAT THE FAILED PUSHROD HAD BEEN SUPERSEDED BY A STRONGER ROD DESIGN 4 YEARS PRIOR TO THE ACCIDENT IN RESPONSE TO OPERATOR REPORTS OF BENT PUSHRODS. AT THAT TIME, A BULLETIN REGARDING THE CHANGE WAS SENT TO KIT OWNERS.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,044 hours in all; 750 in this make and model; 1,989 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 746 hours
- Last inspection: annual inspection, January 1, 1995; 110 hours since
- Maximum gross weight: 1,765 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: DLO Delano CA at 5:45 pm
- Destination: O88
- Flight plan: none
- Runway 25, 3,060 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 6:55 pm from SUU, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.