Piper PA-20 accident near Pasco, Washington, June 1, 1996
On June 1, 1996 at about 7:30 pm local time, a Piper PA-20, registered N1645A, was substantially damaged in an accident near Pasco, Washington (Tri-Cities airport). It was an instructional 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 maintain directional control of the airplane during the landing roll, which resulted in an inadvertent ground swerve and collapse of the left main gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1996 · about 7:30 pm local time
- Place
- Pasco, Washington · Tri-Cities · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-20 · all PA-20s on the register
- Registration
- N1645A · registry record · serial 20-843
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot, who was flying solo at the time of the accident, reported that during the landing roll, the aircraft's left wing dropped and that he was unable to counter this wing drop with aileron. He stated that the tailwheel-equipped aircraft began a 'sweeping [right-hand] turn' at this point. He indicated on a sketch of the accident sequence that a 'L.H. tire skid mark' began at the point where the uncontrollable wing drop occurred, curving to the right until its termination point on the runway pavement, where he stated he believed the gear collapsed. The aircraft came to rest on the right shoulder of the runway. FAA Advisory Circular 61-21A, Flight Training Handbook, states that pilots of tailwheel aircraft must be especially vigilant for directional control problems during the after-landing roll since the aircraft's center of gravity is behind the main wheels, and notes that ailerons and rudder become less effective as the airplane slows during the landing roll. The pilot reported that he had 87.4 total pilot hours including 33.8 hours in type, 16.4 solo hours in type, and 45.8 hours of tailwheel aircraft time; and had received his solo and tailwheel endorsements within the previous 2 1/2 months.
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: student
- Flight time: 88 hours in all; 34 in this make and model; 28 in the last 90 days; 7 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,300 hours
- Last inspection: annual inspection, October 20, 1995; 31 hours since
- Maximum gross weight: 1,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PSC at 5:30 pm
- Flight plan: none
- Runway 21R, 7,700 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°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.