Fleet 7 accident near Arlington, Washington, March 31, 1995
On March 31, 1995, a Fleet 7, registered N432K, was substantially damaged in an accident near Arlington, Washington (Arlington airport). 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
THE PILOT-IN-COMMAND'S IMPROPER USE OF THE BRAKES. A FACTOR WAS THE FAILURE TO MAINTAIN DIRECTIONAL CONTROL DURING LANDING ROLLOUT.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 31, 1995 · cases in 1995
- Place
- Arlington, Washington · Arlington · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fleet 7 · all 7s on the register
- Registration
- N432K · registry record · serial 155
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT-IN-COMMAND, WHO WAS FLYING FROM THE REAR SEAT, STATED THAT DURING ROLLOUT ABOUT 20 MPH, FOLLOWING A NORMAL LANDING, A GUST OF WIND FROM THE LEFT CAUSED THE AIRCRAFT TO TURN LEFT. FULL RIGHT RUDDER WAS INEFFECTIVE, AND BRAKES WERE AGGRESSIVELY APPLIED DURING WHICH THE AIRCRAFT NOSED OVER. THE PILOT NOTED THAT THE BRAKES ON THE AIRCRAFT WERE VERY SENSITIVE.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea
- Flight time: 2,958 hours in all; 10 in this make and model; 11 in the last 90 days; 10 in the last 30 days; 2,859 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,759 hours
- Last inspection: annual inspection, March 1, 1995; 12 hours since
- Maximum gross weight: 1,931 lb
- Seats: 2
- Landing gear: fixed
- Engine: Kinner R-440-3(B-54) (piston); 0 hours total
The flight
- Departed from: S88
- Flight plan: none
- Runway 16, 5,300 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 7 knots
- Visibility: 75 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
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.
Connections how this case links to the rest of the register
- N432K on the register today · the tail number may have moved to another aircraft since
- Fleet 7 19 registered today · the model family and its accident history
- Fleet 92 aircraft on the register
- Engine: Kinner R-440-3(B-54) · as the NTSB recorded it
- Skykomish State Airport · nearest airport
- Accidents and incidents in Washington 2,713 since 1982 · 362 in the last ten years
- Washington 10,630 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/SEA95LA073.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.