Piper PA-31-350 accident near Fresno, California, September 29, 2008
On September 29, 2008 at about 3:53 pm local time, a Piper PA-31-350, registered N27996, was substantially damaged in an accident during landing (flare/touchdown) near Fresno, California (Fresno airport). It was flown under charter and air-taxi rules (Part 135). 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 misjudged the flare resulting in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 29, 2008 · about 3:53 pm local time
- Place
- Fresno, California · Fresno · 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
- N27996 · no longer on the register · serial 31-7952083
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he made a firm landing and had a blown right main tire, but indicated no other problems. After replacement of both tires, the airplane continued in service for two flight sequences, flown by other pilots. Inspection by maintenance personnel revealed a line of popped rivet heads on the upper surface of the left wing above the rear spar between the nacelle and the wing fillet fairing. A close inspection discovered popped rivet heads on the left side of the fuselage below the cabin window with a gap visible in the skin lap. Inspection of both main gear wheels and tires revealed cuts and impressions in the tire sidewalls indicative of a very hard landing. Further inspection discovered buckling of both main spar webs between the fuselage and nacelles.
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
What happened, in order
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,403 hours in all; 618 in this make and model; 205 in the last 90 days; 80 in the last 30 days
- Last flight review: August 29, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,572 hours
- Last inspection: approved inspection programme, September 11, 2008; 38 hours since
- Maximum gross weight: 7,000 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Lycoming TIO-540-J2B (piston); 0 hours total
- Engine 2: Lycoming LTIO-540-J2B (piston); 0 hours total
- Operator: Ameriflight, Inc.
The flight
- Departed from: OAK Oakland CA at 2:58 pm
- Destination: FAT Fresno CA
- Flight plan: IFR
Weather at the time
- Light: daylight
- Visibility: 8 statute miles
- Sky: scat
- Temperature: 73°F (23°C), dew point 54°F (12°C)
- Altimeter: 29.94 inHg
- Observation at 3:53 pm from FAT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.