Piper PA-38-112 accident near Sisters, Oregon, August 22, 1996
On August 22, 1996 at about 7:41 pm local time, a Piper PA-38-112, registered N2465K, was substantially damaged in an accident near Sisters, Oregon (Sisters Eagle Air airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate preflight planning/preparation by the flight instructor (CFI), and his failure to obtain and/or maintain adequate airspeed, which resulted in an inadvertent stall. Excessive gross weight, high density altitude, and improper use of flaps were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 22, 1996 · about 7:41 pm local time
- Place
- Sisters, Oregon · Sisters Eagle Air · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N2465K · no longer on the register · serial 38-79A0650
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot reported that he made an uneventful full flap landing at the airstrip for the completion of the first leg of the instructional cross-country flight. Also, he stated that he did not feel comfortable with the takeoff because he was aware that the airplane was heavy and the density altitude was high. During takeoff, the student followed along as the instructor (CFI) operated the controls until rotation. At that point, the CFI had full control of the airplane. The student stated that he noticed the airspeed was decreasing below 70 knots during the climb, and called out the airspeed when it dropped to 55 knots. At about this time, the student lightly pushed forward on the control yoke, but the CFI continued to pull back. The airplane entered a stall, and the nose and right wing dropped. The airplane then collided with hilly terrain about a half mile north of the airstrip. Weight and balance calculations showed the airplane was about 100 lbs over the maximum certificated gross weight. The density altitude was calculated at 5,252 feet. During an examination, the flaps were found fully extended and the elevator trim was in a nearly full nose up position. No evidence of a mechanical failure or malfunction was found during an engine examination.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,136 hours in all; 22 in this make and model; 251 in the last 90 days; 89 in the last 30 days; 899 as pilot in command; 770 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,664 hours
- Last inspection: annual inspection, September 4, 1995; 65 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Jack'S Aircraft
The flight
- Destination: S30 Lebanon OR
- Flight plan: VFR
- Runway 2, 3,550 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.