Piper PA-44-180 accident near Redlands, California, July 2, 1996
On July 2, 1996 at about 9:50 pm local time, a Piper PA-44-180, registered N2931V, was destroyed in an accident near Redlands, California (Redlands Municipal airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the CFI's delayed remedial action by not preventing the airplane's departure from the runway, and his failure to maintain airspeed sufficient to avoid stalling during an attempted low altitude climbing turn.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 1996 · about 9:50 pm local time
- Place
- Redlands, California · Redlands Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180 · all PA-44-180s on the register
- Registration
- N2931V · no longer on the register · serial 44-7995311
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The CFI reported the purpose of the flight was to instruct his 7-hour multiengine student in the procedures to follow upon losing engine power during the ground roll portion of takeoff. During the takeoff acceleration, the CFI cut power to the right engine, and then restored it. The student lost control of the airplane and it veered left off the runway into some bushes. The CFI took the controls and attempted to redirect the airplane back onto the runway by applying right rudder pressure to avoid colliding with the bushes and obstacles on the left hand side of the runway. The CFI also observed obstacles ahead and attempted to over fly them at an airspeed between 75 and 80 knots. The airplane lifted off the ground and the CFI initiated a right bank. The airplane stalled and crashed onto the runway.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,394 hours in all; 600 in this make and model; 300 in the last 90 days; 83 in the last 30 days; 5,260 as pilot in command; 4,620 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,248 hours
- Last inspection: 100-hour inspection; 50 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-E1A6D (piston); 0 hours total
- Operator: M. I. Air CORP.
The flight
- Departed from: L12 at 9:50 pm
- Flight plan: none
- Runway 26, 4,505 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Temperature: 93°F (34°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.