Cessna 170 accident near San Andreas, California, July 27, 2017
On July 27, 2017 at about 8:30 pm local time, a 1950 Cessna 170, registered N5596C, was substantially damaged in an accident during landing near San Andreas, California (Calaveras Co-Maury Rasmussen F 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 landing flare during an aborted go-around in gusting wind conditions, which resulted 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
- July 27, 2017 · about 8:30 pm local time
- Place
- San Andreas, California · Calaveras Co-Maury Rasmussen F · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170 A, built 1950 · all 170s on the register
- Registration
- N5596C · registry record · serial 19650
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the tailwheel-equipped airplane reported that he landed on the main wheels, and while waiting for the tailwheel to drop, the "tailwheel jammed." He added that, when the tailwheel touched down, the airplane was difficult to control and veered to the left. He corrected for the veer, but the airplane veered to the right. He then conducted a go-around; however, once airborne, the airplane "did not appear to be producing proper power." He then aborted the go-around and opted to land on the remaining runway. About 25 ft above the runway, he set the airplane up for a wheel landing and descended. When the airplane was about 5 to 10 ft above the runway, the airplane "abruptly" sank and landed hard, and the main landing gear collapsed. Subsequently, the airplane came to rest nose down on the runway. The airplane sustained substantial damage to the fuselage. During a telephone interview, the pilot reported that he believed the tailwheel had jammed before touchdown and that he had previously redesigned and altered the tailwheel. Further, the airplane produced insufficient power during the go-around. He reported that the tailwheel was mechanically "okay" when examined after the accident. Additionally, an airframe and powerplants mechanic reported that he examined the tailwheel assembly after the accident and found no defects and no binding. The pilot reported that the weather at the accident airport, about the time of the accident, was wind from 320° at 10 knots, gusting to 12 knots. The pilot landed on runway 31. Photographs taken at the accident site showed torsional twisting of the propeller, consistent with the engine producing power at the time of impact. The National Transportation Safety Board did not examine the engine.
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 defining event
- Loss of control on ground during landing
- Nose over/nose down during landing
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
- Aircraft › Aircraft systems › Landing gear system › Nose/tail landing gear › Not specified
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane
- Flight time: 28,842 hours in all; 1,724 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 11,847 as pilot in command
- Last flight review: August 26, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: unk
- Injury: no injuries
The aircraft
- Airframe total time: 4,200 hours
- Last inspection: annual inspection, August 27, 2016
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 34 hours total
The flight
- Departed from: HWD Hayward CA at 7:45 pm
- Destination: CPU San Andreas CA
- Flight plan: none
- Runway 31, 3,603 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 59°F (15°C)
- Altimeter: 29.89 inHg
- Observation at 8:55 pm from KSCK, 31 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on October 19, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photos (Courtesy of FAA) | PDF, 2 pages | View Download |
| 3 | Memorandum for Record - Telephone Interview, Pilot | PDF, 1 page | View Download |
| 4 | Mechanic Statement and Photos | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N5596C 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.