Piper PA-31-350 accident near Seattle, Washington, June 17, 1992
On June 17, 1992 at about 10:18 pm local time, a Piper PA-31-350, registered CGRJA, was substantially damaged in an accident near Seattle, Washington (Seattle airport). It was a positioning 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 FOLLOW PROCEDURES. A FACTOR TO THE ACCIDENT WAS: DIVERTED ATTENTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 1992 · about 10:18 pm local time
- Place
- Seattle, Washington · Seattle · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- CGRJA · no longer on the register
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AS THE FLIGHT ENTERED THE AIRPORT AREA, THE PILOT WAS INSTRUCTED TO HOLD. WHILE THE FLIGHT WAS HOLDING, THE PILOT COMPLETED THE PRE-LANDING CHECKLIST, EXCEPT FOR EXTENDING THE LANDING GEAR. WHEN THE PILOT WAS GIVEN LANDING INSTRUCTIONS, THE FLIGHT WAS VECTORED TO ENTER THE BASE LEG. AT APPROXIMATELY FIVE MILES OUT, THE PILOT MADE A CALL TO COMPANY GROUND PERSONNEL TO INFORM THEM THAT HE WOULD BE A LITTLE LATE. THE FLIGHT WAS THEN CLEARED TO LAND. EVERYTHING WAS NORMAL ON FINAL APPROACH UNTIL, DURING THE FLARE, THE POWER WAS REDUCED TO IDLE. WHEN THE POWER WAS REDUCED, THE LANDING GEAR WARNING HORN SOUNDED. THE AIRPLANE THEN LANDED GEAR UP AND SLID APPROXIMATELY 750 FEET BEFORE COMING TO A STOP. THE PILOT STATED THAT NORMALLY THE LANDING GEAR IS EXTENDED AT THE FIVE MILE POINT; HOWEVER, ON THE DAY OF THE ACCIDENT, HE FELT THAT THE CALL TO THE GROUND PERSONNEL DISTRACTED HIM FROM THE NORMAL PROCEDURES.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,170 hours in all; 350 in this make and model; 200 in the last 90 days; 90 in the last 30 days; 1,930 as pilot in command; 1,200 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,700 hours
- Last inspection: continuous airworthiness programme, June 14, 1992; 3 hours since
- Maximum gross weight: 7,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Lycoming TIO-540-J2BD (piston); 0 hours total
- Operator: Juan Air
The flight
- Departed from: CYYJ Victoria, Bc at 9:45 pm
- Flight plan: VFR
- Runway 34, 11,900 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 7 knots
- Visibility: 20 statute miles
- Sky: scat at 3,100 ft
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
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.