Cessna 185C accident near Farmington, New Mexico, October 23, 1997
On October 23, 1997 at about 10:30 pm local time, a Cessna 185C, registered N725, was substantially damaged in an accident near Farmington, New Mexico (Four Corners Regional airport). It was a personal 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 improper preflight of the airplane, by failing to properly set the elevator trim for takeoff, and his improper use use of the elevator flight controls. A related factor was: the pilot's lack of recent experience in the make and model of airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 23, 1997 · about 10:30 pm local time
- Place
- Farmington, New Mexico · Four Corners Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 185C · all 185Cs on the register
- Registration
- N725 · registry record · serial 185-0737
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was on a cross-country flight after purchasing the aircraft the previous day. He said he had moderate experience in the aircraft, but lacked recent experience and had flown the aircraft 9 hours in the previous 90 days. The pilot said that during the takeoff roll, he put the yoke full forward, planning to return it to neutral when the tail lifted. He said that when the tail came up, he could not move the yoke aft to neutral, and the aircraft went nose down and nosed over. Examination of the aircraft following the accident revealed no discrepancies in the flight control system. According to the manufacturer, if the stabilizer trim is in the takeoff range, the aircraft is incapable of rotating to that degree of nose down attitude during the takeoff roll. Also, the manufacturer reported that if the trim is nose down, out of the takeoff range, the aircraft will nose down, and it is difficult to move the yoke aft. In addition, the manufacturer said the only other way to achieve this type of event is to use the brakes during the takeoff roll.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,580 hours in all; 80 in this make and model; 230 in the last 90 days; 88 in the last 30 days; 5,320 as pilot in command; 526 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,500 hours
- Last inspection: annual inspection, October 1, 1997; 13 hours since
- Maximum gross weight: 3,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: FMN at 10:30 pm
- Destination: BFL Bakersfield CA
- Flight plan: none
- Runway 25, 6,702 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 15 knots
- Visibility: 25 statute miles
- Sky: broken clouds at 6,000 ft; scat at 4,000 ft
- Temperature: 54°F (12°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
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.
Other NTSB records under N725 the same tail number, which may have belonged to a different aircraft at the time
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.