Cessna 441 accident near Phoenix, Arizona, August 24, 1996
On August 24, 1996 at about 5:50 pm local time, a Cessna 441, registered N832AD, was substantially damaged in an accident near Phoenix, Arizona. It was a personal 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
blockage of the fuel vent system due to mud from wasp nest(s). Inadequate maintenance was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 1996 · about 5:50 pm local time
- Place
- Phoenix, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 441 · all 441s on the register
- Registration
- N832AD · no longer on the register · serial 441-311
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At flight level 240, the pilot noticed that the wing deice boots were fully inflated, though he had not activated the boots. He consulted the pilot operator handbook, but was unable to cycle the boots. During descent about 5,000 feet msl, there was a loud bang along with a jolt. The pilot noticed that the right wing had imploded or caved in. He also noted that aileron control had been affected. He declared an emergency, was vectored to the nearest airport, and landed without further incident. Postaccident examination of the aircraft revealed: the engine bleed air control valve overboard lines were both plugged with mud about 18 inches up inside from the overboard opening; and both NACA underwing fuel vents were found plugged with mud about 36 inches from the underwing opening. The mud was from wasp nests. There were secondary fuel vents in the fuel filler caps. The right fuel cap vent was 50 percent restricted from a recent wing repaint. Both fuel cap flutter valves were defective. The aircraft had been parked outside for 30 days.
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; instrument: airplane
- Flight time: 2,442 hours in all; 103 in this make and model; 23 in the last 90 days; 8 in the last 30 days; 2,442 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,894 hours
- Last inspection: continuous airworthiness programme, August 25, 1995; 106 hours since
- Maximum gross weight: 9,925 lb
- Seats: 6
- Landing gear: retractable
- Engine: Garrett TPE 331-10 (turboprop); 0 hours total
The flight
- Departed from: AIZ Ozark MO at 1:50 pm
- Destination: PIO Chandler AZ
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.